Driven: BMW M3 GTS
BMW's hardcore limited edition in its natural habitat - on the track
Sorry if I'm bursting anyone's bubble by saying that it doesn't look likely now. Instead, you'll have to make do with the M3 GTS.
We're back at the purpose built race track in southern Spain and a glance at the GTS is all it takes to know that owners won't be 'making do'. Searing orange paintwork ensures it stands out, but it's the bits in matt black that are of real interest.
The huge rear wing and new front apron are both adjustable, while the kidney grille and 19-inch wheels are painted black for added menace. There's also a distinct lack of daylight between the tyres and the wheelarches.
What you won't notice (unless you lean up against them and they wobble) is that the side rear and back windows are now made of polycarbonate. Peer through them and you'll not miss the orange-painted roll bar and fire extinguisher, taking up the space usually occupied by a couple of leather chairs for rear passengers.
The electrically adjustable and heated front seats from the standard M3 have been binned too, in favour of a set of deep racing buckets with a six-point harness included. The regular seat belt is retained for when you want to pop to Sainsbury's after a hard day at the track.
More weight-saving measures are apparent inside, including plenty of carbon and a distinctly bare centre console. There's no iDrive, satnav or stereo. Hell, there isn't even air conditioning as standard. Otherwise it's pretty regular M3 stuff, with a dash of Alcantara here and there.
There are a lot less buttons to play with in the GTS too. As in the regular car you can choose from two different throttle maps via the Power button. However, there's no electronically controlled damping or multi-stage traction and stability control. DSC is either on or off and there's no messing about with holding buttons down for 10 seconds or anything. Press it once and you're on your own.
The only gearbox option is the seven-speed, dual-clutch M DCT. As ever you can choose varying levels of shift speed and ferociousness. BMW has altered its characteristics to suit the new engine.
Ah yes, the engine. Is there anyone out there that thought, "You know what? That M3 V8 is a bit weak. It could do with a tad more power"? Debate about character aside (in comparison to its beloved straight-six predecessor), 420hp took the M3's performance to a whole new level. Now, so as to make it difficult to copy the GTS with aftermarket parts, BMW decided that its flagship model needed a significant power boost.
A target of 450hp was set and the M Division engineers were tasked with working out the best way to get it. The solution was to increase the stroke, raising engine capacity from 3,999- to 4,361cc. Those 450 horses are let loose at the same adrenaline-inducing 8,300rpm as before. Torque is up too, from 295- to 325lb ft, and it's available lower down the rev range at 3,750rpm.
It doesn't take long to appreciate the changes. Thumb the starter button and the V8 growls into wakefulness, full of intent. No doubt the specially constructed thin-wall exhaust helps with that. It's optimised for low weight and features titanium rear silencers, which thankfully don't do their job very well. The standard M3 is oh so polite in comparison.
So, DSC off, Power button on, fastest gearbox setting selected, pull back on the right paddle to put it into first, wait for suave-looking pit lane exit dude to wave the green flag and oh dear, we seem to have painted a couple of black lines onto Ascari's tarmac...
There's a grin painted across my chops too as we hit the first braking zone and turn in. BMW says that the 'unloaded weight' of the M3 GTS is 70kg less than the standard car at 1,530kg. That, in conjunction with the beefier engine, brings the 0-62mph time down to 4.4 seconds, while someone forgot to plug in the electronic speed limiter, so it'll do 190mph flat-out.
Someone also forgot to mention that the rear tyres were a little hot by the time I jumped in the car, which partly explains the less-than-subtle getaway and why I spent most of the next few laps doing my best to keep the rear end from overtaking the front.
Given the aero package - and suspension that includes adjustable ride height, damping and camber - I had half expected a car that clung on racecar-like and endowed its driver with serious fast lapping ability. It does that, but the engine's mid-range feels significantly stronger than before, so the limit of the tyres' grip is easily overcome. The result is even more throttle adjustability and engagement than the standard car, while travelling at a significantly higher speed. The brakes are bigger than before to put up with such abuse and they're easy to modulate.
Cooling down in the pits afterwards it's obvious that the GTS raises as many questions as it answers. The most pertinent is, why not call it CSL? This is a very different beast, that's why. It is a track car first and foremost; it just so happens to be road legal. An insider at BMW assured us that it will not be comfortable on our typically lumpen B-roads.
Despite that, 10 right-hand drive examples of the 150-unit production run are bound for our shores early in 2011. I'm sure their owners will make do.
Lots of points above randomly made but hopefully make sense...
It was more powerful, over 100kg lighter, better handling and sounded the mutts nuts at full chat but still retained decent levels of every day useability with 4 seats so that it could be used to go to Tesco's one day and then be harrying GT3's on track the next. In effect it could nearly be all things to all men and it was an example of the M sport division at the top of it's game IMO. Due to this, expectations where set very high at the prospect of a new CSL replacement. BMW would be mad not to wouldn't they?
However what does the GTS do? It's up on power but it's not significantly lighter. 70Kgs isn't that huge a reduction, especially considering that they've ripped out the plush rear seats. At over 1500kg's it's too lardy to be a dedicated track car and too comprimised to be used daily plus let's not forget the price. At over £100k it's £25k more than a GT3 and nearly the same price as a GT3 RS. I just don't get this one at all. I think I'll give this one a must try harder.
(PS Hello all. Been lurking for a while but decided to jump in with my first post)
It was more powerful, over 100kg lighter, better handling and sounded the mutts nuts at full chat but still retained decent levels of every day useability with 4 seats so that it could be used to go to Tesco's one day and then be harrying GT3's on track the next. In effect it could nearly be all things to all men and it was an example of the M sport division at the top of it's game IMO. Due to this, expectations where set very high at the prospect of a new CSL replacement. BMW would be mad not to wouldn't they?
However what does the GTS do? It's up on power but it's not significantly lighter. 70Kgs isn't that huge a reduction, especially considering that they've ripped out the plush rear seats. At over 1500kg's it's too lardy to be a dedicated track car and too comprimised to be used daily plus let's not forget the price. At over £100k it's £25k more than a GT3 and nearly the same price as a GT3 RS. I just don't get this one at all. I think I'll give this one a must try harder.
(PS Hello all. Been lurking for a while but decided to jump in with my first post)
I think this is effectively a GT3 alternative in every way both great cars in my opinion of someone who has never driven eithor :-D
The car will be purchased by BMW fanatics and these people wont give a toss whether spending there money on a 911 would have a more sensible choice as it would have never been an option.
It is a terrific example of the most hardcore M3 yet but if it were my money, well I have a GT3 please!!!
I'm sure 150 people will stump up the cash for one, but I really can't imagine why. Still good luck to BMW if they can make money out of it and/or think it's worth producing as a halo model.
Still very Lardy! Essentially a 2 seat track day car with a 4lt V8 and no creature comforts weighing in at 1.5Mt+. M devision should employ the Colin Chapman mantra of adding one key ingredient to cars to make them faster - lightness.
The E39 M5 is a bigger car, with a bigger engine, 2 additional doors, 3 additional seats all mod cons, enough airbags to build a zeplin and was designed around a chasis almost 20 years ago yet weighs only 200kg more than this stripped out, track day special, 2 seater. M division: C- Must try harder.
While I dont agree with the price, it is obviously set at what BMW diehards will pay for their flagship trackday toy.
I'm sure 150 people will stump up the cash for one, but I really can't imagine [i]why[i/].
Completely ruined the CSL experience for me. A real drivers car needs a manual.
We're in 2010, not 1910 Would you like drum brakes, recirculating ball steering and leaf springs on your "real drivers car" too ?
The CSLs 'box is excellent btw;)
Completely ruined the CSL experience for me. A real drivers car needs a manual.
We're in 2010, not 1910 Would you like drum brakes, recirculating ball steering and leaf springs on your "real drivers car" too ?
The CSLs 'box is excellent btw;)
The other thing worth mentioning is that in a single seater flappy paddles are getting essential these days because of how quickly they decelerate. Road cars make nowhere near the same demands on gearchanges, and as such are fine with a manual box, which many drivers continue to prefer because it gives them more control.
Like you, I like to see advancement in technology, but only if it doesn't detract from the driving experience (the speed issue) and it's necessary (the deceleration issue).
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