Special Feature - BMW E46 M3 3.2L (A)
19 Sep 2011|23,406 views
1999. That year when I was 15, I discovered many things. Starcraft for one, girls and that there're many adventures to be had cycling around Singapore. The most relevant event of that year though was when on a bored Saturday afternoon I caught a random episode of Top Gear (the old series) on cable tv.
After some usual nonsensical droning from Jeremy Clarkson, the lanky insufferable Brit then introduced Tiff Needell and the review for the E46 M3. And there it was on the screen. The subtle congregation of swollen fenders, discrete M3 badges and that unmistakable bump on the lightweight aluminium bonnet that hinted at the magnificent straight six beneath.
After some usual nonsensical droning from Jeremy Clarkson, the lanky insufferable Brit then introduced Tiff Needell and the review for the E46 M3. And there it was on the screen. The subtle congregation of swollen fenders, discrete M3 badges and that unmistakable bump on the lightweight aluminium bonnet that hinted at the magnificent straight six beneath.
For a performance coupe, the E46 M3 screams out its performance prowess about as loudly as an asthmatic on a stormy night. Subtle as it might be, I was still attracted by its unspoken promise of a good time behind the wheel. Sorta the same desire I have for the nerdy but kinda sexy librarian milling away in the back.
M3 - A legend
The M3 story begins much further back and if you want to, I could start even further back with the 3.0 CSL where all modern M3s are linked. But to spare you from all that droning however, I shall just start with the E30 M3.
M3 - A legend
The M3 story begins much further back and if you want to, I could start even further back with the 3.0 CSL where all modern M3s are linked. But to spare you from all that droning however, I shall just start with the E30 M3.
 |
The modern M3 has its lineage traced back to the early days of the German Touring Car (DTM -
Deutsche Tourenwagen Masters races of the 1990s that saw a record number of manufacturers taking part. During this time, any mention of the DTM would inevitably lead to the especially fierce competition of two manufacturers.
With both fielding equally experienced drivers, BMW and Mercedes-Benz saw much of their road going performance machines developed on the DTM tracks. The E30 M3 driven by John Cecotto was regularly tangled up with the Mercedes-Benz 190E Evo IIs piloted by F1 greats such as Keke Rosberg (current F1 driver Nico Rosberg's Dad) and expectedly, Michael Schumacher.
The E30 M3 was born from homologation requirements where 5000 road cars had to be built before they're allowed to compete in motorsports. This of course ended up benefitting civilian motoring enthusiasts greatly. Powered by the 2.3-litre S14 straight six powerplant, the brilliant engine gave the E30 M3 a century sprint of 6.0sec. Not particularly quick by modern standards but you have to remember this car was born in the late 80s afterall.
Deutsche Tourenwagen Masters races of the 1990s that saw a record number of manufacturers taking part. During this time, any mention of the DTM would inevitably lead to the especially fierce competition of two manufacturers.
With both fielding equally experienced drivers, BMW and Mercedes-Benz saw much of their road going performance machines developed on the DTM tracks. The E30 M3 driven by John Cecotto was regularly tangled up with the Mercedes-Benz 190E Evo IIs piloted by F1 greats such as Keke Rosberg (current F1 driver Nico Rosberg's Dad) and expectedly, Michael Schumacher.
The E30 M3 was born from homologation requirements where 5000 road cars had to be built before they're allowed to compete in motorsports. This of course ended up benefitting civilian motoring enthusiasts greatly. Powered by the 2.3-litre S14 straight six powerplant, the brilliant engine gave the E30 M3 a century sprint of 6.0sec. Not particularly quick by modern standards but you have to remember this car was born in the late 80s afterall.
For civilian use, the engine was limited to 6,750rpm which left plenty of room for developing the engine further for motorsport use. In race spec, engine revs were raised to almost 10,000rpm. Producing just over 200bhp, the E30 M3 was never really known for its blistering performance in a straight line.
What most remember the old M3 for is its pure driving performance when tackling the corners. Every control surface gave pure and tactile feedback. As the E30 M3 was born before electronic nannies were the norm, every tail slide on a quick exit out of a corner was duly credited to the driver and nothing else.
Still a sleeper
Despite costing significantly more than the standard 3 series and promising a wholly different (and more satisfying) driving experience than its lesser siblings, one would be hardpressed to spot any of its prowess through its styling.
Discrete seemed to be the mantra that the designers worked with when the E46 M3 was penned. One would require a keen eye (and interest) to tell it from the standard 3 series.
What most remember the old M3 for is its pure driving performance when tackling the corners. Every control surface gave pure and tactile feedback. As the E30 M3 was born before electronic nannies were the norm, every tail slide on a quick exit out of a corner was duly credited to the driver and nothing else.
Still a sleeper
Despite costing significantly more than the standard 3 series and promising a wholly different (and more satisfying) driving experience than its lesser siblings, one would be hardpressed to spot any of its prowess through its styling.
Discrete seemed to be the mantra that the designers worked with when the E46 M3 was penned. One would require a keen eye (and interest) to tell it from the standard 3 series.
 |
Discrete seemed to be the mantra that the designers worked with when the E46 M3 was penned. One would require a keen eye (and interest) to tell it from the standard 3 series.
The E46 M3 sports an aggressive stance with its flared fenders in the front and back to contain the wider Michelin Pilot Sport rubbers and the 19 inch CSL rims shown here. While the 18 inch standard rims might offer a better drive, the M3 looks properly wicked in the pricier 19 inch wheels.
On the front fenders, the car gets some cooling vents that betray this beemer's special nature with a tiny M3 badge. More than just cosmetic, these vents do actually let heat from the M3's straight six escape.
The lightweight aluminium bonnet is another discrete clue as to the car's performance. A little bump on the top helps with the larger engine's clearance. In the rear, quad exhaust pipes help to differentiate the M3 further from its less illustrious siblings.
The car seen here is fitted with CSL items like the 'duck tail' bootlid spoiler in the back as well as the 19 inch CSL rims. Missing though is the carbon fibre roof and the circular air intake on the front left bumper to complete the CSL guise.
The E46 M3 sports an aggressive stance with its flared fenders in the front and back to contain the wider Michelin Pilot Sport rubbers and the 19 inch CSL rims shown here. While the 18 inch standard rims might offer a better drive, the M3 looks properly wicked in the pricier 19 inch wheels.
On the front fenders, the car gets some cooling vents that betray this beemer's special nature with a tiny M3 badge. More than just cosmetic, these vents do actually let heat from the M3's straight six escape.
The lightweight aluminium bonnet is another discrete clue as to the car's performance. A little bump on the top helps with the larger engine's clearance. In the rear, quad exhaust pipes help to differentiate the M3 further from its less illustrious siblings.
The car seen here is fitted with CSL items like the 'duck tail' bootlid spoiler in the back as well as the 19 inch CSL rims. Missing though is the carbon fibre roof and the circular air intake on the front left bumper to complete the CSL guise.
Dream comes true…
Having lusted after the E46 M3 for nearly half my life, I could hardly contain myself when the prospect of having the car in my possession for an entire weekend came up. Life has a weird way of unravelling itself sometimes.
As it turns out, this isn't my first encounter with this particular E46 M3. This is the same Mysticblau Metallic E46 M3 that belonged to a rather attractive client of mine back in my performance car sales days. To find myself piloting the same car four years later is quite a surreal experience.
The E46 M3 was developed in the hopes of bringing back the same driving excellence that seemed lost during the transition from the E30 to the E36 M3. This called for an engine that would deliver the same motorsport derived performance of the E30.
This BMW attended to with the motorsport derived S54 3.2-litre straight six. Like the engines from its predecessors, this M3 engine has a cast iron block for compactness and strength. Given that this engine produces 343bhp at 8000rpm, its internal stresses are comparable to that of Formula 1 engines.
Having lusted after the E46 M3 for nearly half my life, I could hardly contain myself when the prospect of having the car in my possession for an entire weekend came up. Life has a weird way of unravelling itself sometimes.
As it turns out, this isn't my first encounter with this particular E46 M3. This is the same Mysticblau Metallic E46 M3 that belonged to a rather attractive client of mine back in my performance car sales days. To find myself piloting the same car four years later is quite a surreal experience.
The E46 M3 was developed in the hopes of bringing back the same driving excellence that seemed lost during the transition from the E30 to the E36 M3. This called for an engine that would deliver the same motorsport derived performance of the E30.
This BMW attended to with the motorsport derived S54 3.2-litre straight six. Like the engines from its predecessors, this M3 engine has a cast iron block for compactness and strength. Given that this engine produces 343bhp at 8000rpm, its internal stresses are comparable to that of Formula 1 engines.
 |
While I would've preferred a manual equipped M3, this car came with BMW's Sequential Manual Gearbox II (SMG II) or robotized manual gearbox. Most enthusiasts would've opted to go with a full manual but the SMG II offers up something for those who want the best of both an auto and manual. Though compromises are invariably expected.
Driving the M3 with the SMG II requires some finesse and keen timing from the driver. While the gearbox does its auto shifting duties reasonably well, one must keep in mind that it is afterall still a manual gearbox at heart.
Driving in manual mode though is a whole different experience in the M3. One can't hop in and drive the SMG II equipped M3 like any other car. The SMG II's Drivelogic allows five different levels of shift speeds for the comfort of the passenger or the glee of the driver. In its quickest setting, one can expect violent gear changes between gears that would make you seem like a novice driver on his first driving lesson all over again.
The word awful comes to mind when your date in the passenger seat as well as yourself are headbanging on the dashboard (literally) by the awful lurches with every gearshift. What's the problem then? Does the SMG II not work at all?
The answer is found with the way the SMG II works. The gearbox shifts smoothly at high engine rpm but unless you live with an SMGII equipped M3, you wouldn't know how slow it shifts at low rpms. How many of us drive our cars at its maximum revs all the time?
With the SMG II though, the driver needs to adopt a new gear shifting choreography. To avoid embarrassing headbanging, one has to time the gear change carefully and lift off the throttle at the shift point in order to avoid the nasty jerks. Much like the same technique Alfa Romeo owners adopt with their robotized manual 159s.
Driving the M3 with the SMG II requires some finesse and keen timing from the driver. While the gearbox does its auto shifting duties reasonably well, one must keep in mind that it is afterall still a manual gearbox at heart.
Driving in manual mode though is a whole different experience in the M3. One can't hop in and drive the SMG II equipped M3 like any other car. The SMG II's Drivelogic allows five different levels of shift speeds for the comfort of the passenger or the glee of the driver. In its quickest setting, one can expect violent gear changes between gears that would make you seem like a novice driver on his first driving lesson all over again.
The word awful comes to mind when your date in the passenger seat as well as yourself are headbanging on the dashboard (literally) by the awful lurches with every gearshift. What's the problem then? Does the SMG II not work at all?
The answer is found with the way the SMG II works. The gearbox shifts smoothly at high engine rpm but unless you live with an SMGII equipped M3, you wouldn't know how slow it shifts at low rpms. How many of us drive our cars at its maximum revs all the time?
With the SMG II though, the driver needs to adopt a new gear shifting choreography. To avoid embarrassing headbanging, one has to time the gear change carefully and lift off the throttle at the shift point in order to avoid the nasty jerks. Much like the same technique Alfa Romeo owners adopt with their robotized manual 159s.
This was something I discovered after headbanging for more than half a day. Of course anticipating the shifts will take time and one would be accustomed to the idiosyncrasies of the SMG II after a couple of weeks.
Taking the E46 M3 to my rare and favourite ribbon of tarmac, I quickly fell in love all over again and even more deeply this time. With the car in 'Sport' mode and throttle response sharpened and nailed to the floor, the night air fills with the demonic shriek of the straight six as the hot exhaust escapes from the tuned pipes. Acceleration is savage as the car takes to 100kmh in no more than 5.1secs. This acceleration doesn't stop till the car hits vmax of 250kmh (electronically limited). With the limiter removed, the max speed can hit between 274 - 290kmh.
Edged by the intoxicating sound of the engine, I dived into the first series of corners with aplomb. The steering is razor sharp as I feel my way around the acute bend. The throttle nailed, the M3 exits with some oversteer while you feel the rear step out just a little before the Dynamic Stability Control (DSC) catches it and brings things back in order.
The E46 M3 feels light on its feet and takes quick directional changes in its stride. With the DSC off, powerslides are easy and controllable coming out of the corner exit. It literally comes alive under your feet while the steering feeds you with everything you need to know about the coming apex accurately.
Conclusion
After years of looking forward to this moment, you would expect that I'll be at least a little disappointed in meeting the by now eight year old M3. That is hardly the case here. On the contrary, my drive has only sealed my undying love for this timeless performance coupe.
Come this Christmas, Santa can keep his E92 M3, C63 AMG and even the Lamborghinis or Ferraris. All I want parked under the Christmas tree this year is this gorgeous E46 M3.
What do you think? Jot down your opinions at the comment box below.
Taking the E46 M3 to my rare and favourite ribbon of tarmac, I quickly fell in love all over again and even more deeply this time. With the car in 'Sport' mode and throttle response sharpened and nailed to the floor, the night air fills with the demonic shriek of the straight six as the hot exhaust escapes from the tuned pipes. Acceleration is savage as the car takes to 100kmh in no more than 5.1secs. This acceleration doesn't stop till the car hits vmax of 250kmh (electronically limited). With the limiter removed, the max speed can hit between 274 - 290kmh.
Edged by the intoxicating sound of the engine, I dived into the first series of corners with aplomb. The steering is razor sharp as I feel my way around the acute bend. The throttle nailed, the M3 exits with some oversteer while you feel the rear step out just a little before the Dynamic Stability Control (DSC) catches it and brings things back in order.
The E46 M3 feels light on its feet and takes quick directional changes in its stride. With the DSC off, powerslides are easy and controllable coming out of the corner exit. It literally comes alive under your feet while the steering feeds you with everything you need to know about the coming apex accurately.
Conclusion
After years of looking forward to this moment, you would expect that I'll be at least a little disappointed in meeting the by now eight year old M3. That is hardly the case here. On the contrary, my drive has only sealed my undying love for this timeless performance coupe.
Come this Christmas, Santa can keep his E92 M3, C63 AMG and even the Lamborghinis or Ferraris. All I want parked under the Christmas tree this year is this gorgeous E46 M3.
What do you think? Jot down your opinions at the comment box below.
1999. That year when I was 15, I discovered many things. Starcraft for one, girls and that there're many adventures to be had cycling around Singapore. The most relevant event of that year though was when on a bored Saturday afternoon I caught a random episode of Top Gear (the old series) on cable tv.
After some usual nonsensical droning from Jeremy Clarkson, the lanky insufferable Brit then introduced Tiff Needell and the review for the E46 M3. And there it was on the screen. The subtle congregation of swollen fenders, discrete M3 badges and that unmistakable bump on the lightweight aluminium bonnet that hinted at the magnificent straight six beneath.
After some usual nonsensical droning from Jeremy Clarkson, the lanky insufferable Brit then introduced Tiff Needell and the review for the E46 M3. And there it was on the screen. The subtle congregation of swollen fenders, discrete M3 badges and that unmistakable bump on the lightweight aluminium bonnet that hinted at the magnificent straight six beneath.
For a performance coupe, the E46 M3 screams out its performance prowess about as loudly as an asthmatic on a stormy night. Subtle as it might be, I was still attracted by its unspoken promise of a good time behind the wheel. Sorta the same desire I have for the nerdy but kinda sexy librarian milling away in the back.
M3 - A legend
The M3 story begins much further back and if you want to, I could start even further back with the 3.0 CSL where all modern M3s are linked. But to spare you from all that droning however, I shall just start with the E30 M3.
M3 - A legend
The M3 story begins much further back and if you want to, I could start even further back with the 3.0 CSL where all modern M3s are linked. But to spare you from all that droning however, I shall just start with the E30 M3.
|
The modern M3 has its lineage traced back to the early days of the German Touring Car (DTM -
Deutsche Tourenwagen Masters races of the 1990s that saw a record number of manufacturers taking part. During this time, any mention of the DTM would inevitably lead to the especially fierce competition of two manufacturers.
With both fielding equally experienced drivers, BMW and Mercedes-Benz saw much of their road going performance machines developed on the DTM tracks. The E30 M3 driven by John Cecotto was regularly tangled up with the Mercedes-Benz 190E Evo IIs piloted by F1 greats such as Keke Rosberg (current F1 driver Nico Rosberg's Dad) and expectedly, Michael Schumacher.
The E30 M3 was born from homologation requirements where 5000 road cars had to be built before they're allowed to compete in motorsports. This of course ended up benefitting civilian motoring enthusiasts greatly. Powered by the 2.3-litre S14 straight six powerplant, the brilliant engine gave the E30 M3 a century sprint of 6.0sec. Not particularly quick by modern standards but you have to remember this car was born in the late 80s afterall.
Deutsche Tourenwagen Masters races of the 1990s that saw a record number of manufacturers taking part. During this time, any mention of the DTM would inevitably lead to the especially fierce competition of two manufacturers.
With both fielding equally experienced drivers, BMW and Mercedes-Benz saw much of their road going performance machines developed on the DTM tracks. The E30 M3 driven by John Cecotto was regularly tangled up with the Mercedes-Benz 190E Evo IIs piloted by F1 greats such as Keke Rosberg (current F1 driver Nico Rosberg's Dad) and expectedly, Michael Schumacher.
The E30 M3 was born from homologation requirements where 5000 road cars had to be built before they're allowed to compete in motorsports. This of course ended up benefitting civilian motoring enthusiasts greatly. Powered by the 2.3-litre S14 straight six powerplant, the brilliant engine gave the E30 M3 a century sprint of 6.0sec. Not particularly quick by modern standards but you have to remember this car was born in the late 80s afterall.
For civilian use, the engine was limited to 6,750rpm which left plenty of room for developing the engine further for motorsport use. In race spec, engine revs were raised to almost 10,000rpm. Producing just over 200bhp, the E30 M3 was never really known for its blistering performance in a straight line.
What most remember the old M3 for is its pure driving performance when tackling the corners. Every control surface gave pure and tactile feedback. As the E30 M3 was born before electronic nannies were the norm, every tail slide on a quick exit out of a corner was duly credited to the driver and nothing else.
Still a sleeper
Despite costing significantly more than the standard 3 series and promising a wholly different (and more satisfying) driving experience than its lesser siblings, one would be hardpressed to spot any of its prowess through its styling.
Discrete seemed to be the mantra that the designers worked with when the E46 M3 was penned. One would require a keen eye (and interest) to tell it from the standard 3 series.
What most remember the old M3 for is its pure driving performance when tackling the corners. Every control surface gave pure and tactile feedback. As the E30 M3 was born before electronic nannies were the norm, every tail slide on a quick exit out of a corner was duly credited to the driver and nothing else.
Still a sleeper
Despite costing significantly more than the standard 3 series and promising a wholly different (and more satisfying) driving experience than its lesser siblings, one would be hardpressed to spot any of its prowess through its styling.
Discrete seemed to be the mantra that the designers worked with when the E46 M3 was penned. One would require a keen eye (and interest) to tell it from the standard 3 series.
|
Discrete seemed to be the mantra that the designers worked with when the E46 M3 was penned. One would require a keen eye (and interest) to tell it from the standard 3 series.
The E46 M3 sports an aggressive stance with its flared fenders in the front and back to contain the wider Michelin Pilot Sport rubbers and the 19 inch CSL rims shown here. While the 18 inch standard rims might offer a better drive, the M3 looks properly wicked in the pricier 19 inch wheels.
On the front fenders, the car gets some cooling vents that betray this beemer's special nature with a tiny M3 badge. More than just cosmetic, these vents do actually let heat from the M3's straight six escape.
The lightweight aluminium bonnet is another discrete clue as to the car's performance. A little bump on the top helps with the larger engine's clearance. In the rear, quad exhaust pipes help to differentiate the M3 further from its less illustrious siblings.
The car seen here is fitted with CSL items like the 'duck tail' bootlid spoiler in the back as well as the 19 inch CSL rims. Missing though is the carbon fibre roof and the circular air intake on the front left bumper to complete the CSL guise.
The E46 M3 sports an aggressive stance with its flared fenders in the front and back to contain the wider Michelin Pilot Sport rubbers and the 19 inch CSL rims shown here. While the 18 inch standard rims might offer a better drive, the M3 looks properly wicked in the pricier 19 inch wheels.
On the front fenders, the car gets some cooling vents that betray this beemer's special nature with a tiny M3 badge. More than just cosmetic, these vents do actually let heat from the M3's straight six escape.
The lightweight aluminium bonnet is another discrete clue as to the car's performance. A little bump on the top helps with the larger engine's clearance. In the rear, quad exhaust pipes help to differentiate the M3 further from its less illustrious siblings.
The car seen here is fitted with CSL items like the 'duck tail' bootlid spoiler in the back as well as the 19 inch CSL rims. Missing though is the carbon fibre roof and the circular air intake on the front left bumper to complete the CSL guise.
Dream comes true…
Having lusted after the E46 M3 for nearly half my life, I could hardly contain myself when the prospect of having the car in my possession for an entire weekend came up. Life has a weird way of unravelling itself sometimes.
As it turns out, this isn't my first encounter with this particular E46 M3. This is the same Mysticblau Metallic E46 M3 that belonged to a rather attractive client of mine back in my performance car sales days. To find myself piloting the same car four years later is quite a surreal experience.
The E46 M3 was developed in the hopes of bringing back the same driving excellence that seemed lost during the transition from the E30 to the E36 M3. This called for an engine that would deliver the same motorsport derived performance of the E30.
This BMW attended to with the motorsport derived S54 3.2-litre straight six. Like the engines from its predecessors, this M3 engine has a cast iron block for compactness and strength. Given that this engine produces 343bhp at 8000rpm, its internal stresses are comparable to that of Formula 1 engines.
Having lusted after the E46 M3 for nearly half my life, I could hardly contain myself when the prospect of having the car in my possession for an entire weekend came up. Life has a weird way of unravelling itself sometimes.
As it turns out, this isn't my first encounter with this particular E46 M3. This is the same Mysticblau Metallic E46 M3 that belonged to a rather attractive client of mine back in my performance car sales days. To find myself piloting the same car four years later is quite a surreal experience.
The E46 M3 was developed in the hopes of bringing back the same driving excellence that seemed lost during the transition from the E30 to the E36 M3. This called for an engine that would deliver the same motorsport derived performance of the E30.
This BMW attended to with the motorsport derived S54 3.2-litre straight six. Like the engines from its predecessors, this M3 engine has a cast iron block for compactness and strength. Given that this engine produces 343bhp at 8000rpm, its internal stresses are comparable to that of Formula 1 engines.
|
While I would've preferred a manual equipped M3, this car came with BMW's Sequential Manual Gearbox II (SMG II) or robotized manual gearbox. Most enthusiasts would've opted to go with a full manual but the SMG II offers up something for those who want the best of both an auto and manual. Though compromises are invariably expected.
Driving the M3 with the SMG II requires some finesse and keen timing from the driver. While the gearbox does its auto shifting duties reasonably well, one must keep in mind that it is afterall still a manual gearbox at heart.
Driving in manual mode though is a whole different experience in the M3. One can't hop in and drive the SMG II equipped M3 like any other car. The SMG II's Drivelogic allows five different levels of shift speeds for the comfort of the passenger or the glee of the driver. In its quickest setting, one can expect violent gear changes between gears that would make you seem like a novice driver on his first driving lesson all over again.
The word awful comes to mind when your date in the passenger seat as well as yourself are headbanging on the dashboard (literally) by the awful lurches with every gearshift. What's the problem then? Does the SMG II not work at all?
The answer is found with the way the SMG II works. The gearbox shifts smoothly at high engine rpm but unless you live with an SMGII equipped M3, you wouldn't know how slow it shifts at low rpms. How many of us drive our cars at its maximum revs all the time?
With the SMG II though, the driver needs to adopt a new gear shifting choreography. To avoid embarrassing headbanging, one has to time the gear change carefully and lift off the throttle at the shift point in order to avoid the nasty jerks. Much like the same technique Alfa Romeo owners adopt with their robotized manual 159s.
Driving the M3 with the SMG II requires some finesse and keen timing from the driver. While the gearbox does its auto shifting duties reasonably well, one must keep in mind that it is afterall still a manual gearbox at heart.
Driving in manual mode though is a whole different experience in the M3. One can't hop in and drive the SMG II equipped M3 like any other car. The SMG II's Drivelogic allows five different levels of shift speeds for the comfort of the passenger or the glee of the driver. In its quickest setting, one can expect violent gear changes between gears that would make you seem like a novice driver on his first driving lesson all over again.
The word awful comes to mind when your date in the passenger seat as well as yourself are headbanging on the dashboard (literally) by the awful lurches with every gearshift. What's the problem then? Does the SMG II not work at all?
The answer is found with the way the SMG II works. The gearbox shifts smoothly at high engine rpm but unless you live with an SMGII equipped M3, you wouldn't know how slow it shifts at low rpms. How many of us drive our cars at its maximum revs all the time?
With the SMG II though, the driver needs to adopt a new gear shifting choreography. To avoid embarrassing headbanging, one has to time the gear change carefully and lift off the throttle at the shift point in order to avoid the nasty jerks. Much like the same technique Alfa Romeo owners adopt with their robotized manual 159s.
This was something I discovered after headbanging for more than half a day. Of course anticipating the shifts will take time and one would be accustomed to the idiosyncrasies of the SMG II after a couple of weeks.
Taking the E46 M3 to my rare and favourite ribbon of tarmac, I quickly fell in love all over again and even more deeply this time. With the car in 'Sport' mode and throttle response sharpened and nailed to the floor, the night air fills with the demonic shriek of the straight six as the hot exhaust escapes from the tuned pipes. Acceleration is savage as the car takes to 100kmh in no more than 5.1secs. This acceleration doesn't stop till the car hits vmax of 250kmh (electronically limited). With the limiter removed, the max speed can hit between 274 - 290kmh.
Edged by the intoxicating sound of the engine, I dived into the first series of corners with aplomb. The steering is razor sharp as I feel my way around the acute bend. The throttle nailed, the M3 exits with some oversteer while you feel the rear step out just a little before the Dynamic Stability Control (DSC) catches it and brings things back in order.
The E46 M3 feels light on its feet and takes quick directional changes in its stride. With the DSC off, powerslides are easy and controllable coming out of the corner exit. It literally comes alive under your feet while the steering feeds you with everything you need to know about the coming apex accurately.
Conclusion
After years of looking forward to this moment, you would expect that I'll be at least a little disappointed in meeting the by now eight year old M3. That is hardly the case here. On the contrary, my drive has only sealed my undying love for this timeless performance coupe.
Come this Christmas, Santa can keep his E92 M3, C63 AMG and even the Lamborghinis or Ferraris. All I want parked under the Christmas tree this year is this gorgeous E46 M3.
What do you think? Jot down your opinions at the comment box below.
Taking the E46 M3 to my rare and favourite ribbon of tarmac, I quickly fell in love all over again and even more deeply this time. With the car in 'Sport' mode and throttle response sharpened and nailed to the floor, the night air fills with the demonic shriek of the straight six as the hot exhaust escapes from the tuned pipes. Acceleration is savage as the car takes to 100kmh in no more than 5.1secs. This acceleration doesn't stop till the car hits vmax of 250kmh (electronically limited). With the limiter removed, the max speed can hit between 274 - 290kmh.
Edged by the intoxicating sound of the engine, I dived into the first series of corners with aplomb. The steering is razor sharp as I feel my way around the acute bend. The throttle nailed, the M3 exits with some oversteer while you feel the rear step out just a little before the Dynamic Stability Control (DSC) catches it and brings things back in order.
The E46 M3 feels light on its feet and takes quick directional changes in its stride. With the DSC off, powerslides are easy and controllable coming out of the corner exit. It literally comes alive under your feet while the steering feeds you with everything you need to know about the coming apex accurately.
Conclusion
After years of looking forward to this moment, you would expect that I'll be at least a little disappointed in meeting the by now eight year old M3. That is hardly the case here. On the contrary, my drive has only sealed my undying love for this timeless performance coupe.
Come this Christmas, Santa can keep his E92 M3, C63 AMG and even the Lamborghinis or Ferraris. All I want parked under the Christmas tree this year is this gorgeous E46 M3.
What do you think? Jot down your opinions at the comment box below.
Photos by Benjamin G, Kline
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