BMW has issued the first official pictures of the new M3 Convertible. Hot on the heels of the recently launched M3 Coupé in continental Europe, the M3 Convertible will arrive in the UK in Summer 2001. The M Coupé comes to Britain in March 2001. The M3 Convertible shares the 343 bhp, high revving normally aspirated engine with the M3 Coupé. Top speed is electronically limited to 155 mph and the 0-62 mph sprint takes just 5.5 seconds.  Identical to the M3 Coupé from the nose back to the A-pillar, the Convertible shares the muscular lines of its hard top sibling with the same waistline and tail of the 3 Series Convertible which was launched in May this year. Performance tuned M suspension, new Variable M Differential Lock and M high performance compound brakes and an extra stiff chassis give the M3 Convertible excellent road manners. A fully electrically operated roof, electrically operated sports seats and integrated belt system help make the M3 Convertible a practical open-top four-seater. Superior safety has been ensured too with the full array of BMW's active and passive safety features. Six airbags, full roll-over protection, Dynamic Stability Control (DSC), Cornering Brake Control (CBC) and ABS are all part of the standard equipment. The price of the M3 Convertible will be confirmed early in 2001.

What a long way the M3 has come. It was only back in 1986 that the original left-hookers took to the streets. These cars were built in response to demands from customers for cars that would mimic the race track successes achieved by BMW Motorsport GmbH. Available only in left hand drive and with a feisty four cylinder 195bhp engine, they soon achieved cult status. The original plan to produce only 5,000 of the cars, but in total almost 18,000 rolled off the production line.

Whether the modern M3 will ever achieve such cult status is doubtful. Much of the original car's appeal was in its obvious derivation from a race car. The modern M3 whilst still sharing much motorsport heritage is now tasked with filling both the roles of sports car and luxurious city runabout.

That's not to say it doesn't achieve its goals however. It's not hard to see the high standards of engineering nor the high levels of innovation in the car.

More Power

To describe the 'new' M3 as an evolution doesn't do the engineering justice. The straight six that powered the previous version was famed for having the highest power output per litre for a normally aspirated car. Well BMW haven't rested on their laurels. They're redesigned the engine from the ground up - carrying over only a few items from the old unit - and liberated even more power.

The straight six displaces 3,246cc and develops 343bhp (only 333bhp for our American cousins, sorry guys) at 7,900rpm. Much work has gone into allowing the engine to rev higher (to 8,000rpm) which in itself boosts power by almost 7% compared to the old engine. Despite now being a higher revving, this is no peaky engine. 80% of the maximum torque of 269 lb-ft is available at a piddling 2,000rpm.

What does all this add up to? It means it can propel the 1570kg car to 62mph in 5.2 seconds and on to an electronically limited (why?!) 155mph.

More Style?

Sadly the M3 is no longer a car for the enthusiast. These days it's as much about posing as about driving. Where the original M3 was styled by skinheads, the modern incarnation is more Vidal Sasoon. Blistered wheel arches aren't enough. We're now talking about the full cut and blow dry including delicately flared wheel arches, a smoothly contoured bonnet hump (last seen on Mk II Capri?), air scoops adorned with M3 emblems and ellipsoid foglamps.

Each of the styling features is backed with the 'form following function' logic, with the flared arches necessary to cope with the bigger wheels and wider track, the power bulge providing extra room for the engine etc. The four tail pipes serve to remind victims that this is no sales rep's 316i, yet the new exhaust system also reduces back pressure by 40% compared to the previous model's.

Interior

A couple of bucket seats and a plastic gear knob do you? Not so sir. Sculpted leather sports seats cosset you whilst the gear knob is illuminated with a six speed shift pattern and M logo as standard. The seats are somewhat unique with backrest width adjustment providing lateral support whether pie eater or stick insect.

The now common place selection of inflatables are included with frontal, side and head airbags for front seat occupants and side airbags available in the rear.

Boffins at Work

The boffins have been at work on the instrumentation too. Rather than provide a simple temperature gauge and rely on the driver to take care with the complex engine, BMW have provided additional warning systems to ensure it gets treated well. When the driver starts the engine from cold, orange LEDs light up on the rev counter from 4000rpm upwards. They then extinguish themselves in steps of 500rpm as the oil temperature rises. The engine is ready for a sound thrashing once at its normal operating temperature indicated by a single orange and two red LEDs at the top of the rev range.

Pushing the red needle towards that end zone is the 'fly-by-wire' accelerator pedal. The pedal isn't directly connected to the throttles, but is merely a feed into the engine management system. There's even a 'girlie' button on the dash to switch between town mode and sporty mode, providing a crisper response when required. Should you be over zealous with your right foot, a modified version of BMW's stability control system will step in to handle any excess wheelspin. This too can be turned off via a 'macho' switch on the dashboard.

All Rounder

All in all, the new M3 is obviously a finely engineered and very competent car. It doubles up as a fast road car and comfortable commuter like few other cars can do. It's got a strong image, good or bad depends which side of the fence you're sitting on. But is it true to its roots, or trying too hard to provide the best of all worlds?

Images Copyright (c) BMW 2000

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