Munich. 2016 marks the 30th anniversary of a motoring icon, one which revolutionised the mid-size sports car segment when its production started in 1986. The very first BMW M3 set a new standard by which other carmakers would be measured – and, five model generations later, are still judged today. BMW Motorsport Division, the precursor to BMW M Division, was incredibly rigorous in its deployment of undiluted motor racing technology in the development of the first-generation BMW M3. Its endeavours produced a thoroughbred high-performance sports car – based on the series-produced BMW 3 Series – that was perfectly suited to daily use. Over the three decades that have followed, BMW M has gently refined its trailblazing and highly successful creation from one generation to the next, while always taking great care to preserve the original character of the M3. The upshot is that there is arguably still no other car that blends such prominently honed motor sport genes and uncompromised everyday practicality into such an emotionally stirring overall package.

The 30th anniversary of the BMW M3 provides an ideal opportunity to look back at four highly intriguing model variants that, for various reasons, never made it past the prototype stage. Four surprise guests will therefore be attending their progenitor’s birthday party: the BMW M3 Pickup from 1986, the BMW M3 Compact from 1996, the BMW M3 Touring from 2000 and the second incarnation of the BMW M3 Pickup unveiled in 2011.

Use in touring car racing was the overriding development objective for the first-generation BMW M3.
The BMW M3 was not an attempt to produce a sporting flagship for a volume-produced model range; instead it originated from the idea of developing a racing car for motor sport that would also be available in a road-going version. The selected category of racing was Group A production touring cars – as seen in the German Touring Car Championship (DTM) that had succeeded the German Racing Championship (DRM). The Group A regulations stated that for a racing car to be homologated, at least 5,000 road-legal units had to be sold within 12 months.

Having the chance to develop the production and race versions of the car alongside one another presented the development team with a tremendous opportunity, which they duly capitalised on. The axle kinematics, suspension and damping were all perfectly tailored to the future demands of motor racing, as was the braking system, which combined the standard ABS with inner-vented brake discs at the front and an engine-driven high-pressure pump. Details such as the transmission’s shift pattern with first gear at the bottom left also gave a clear indication of the vehicle’s singular focus on racing.

On top of this came extensive weight-saving measures. While the body with broad wheel arches was manufactured from sheet metal in the traditional manner, the front and rear bumpers along with the side skirts, boot lid and spoiler were made of plastic, reflecting the engineers’ commitment to intelligent lightweight construction. The BMW Motorsport experts tweaked the car’s aerodynamics too, with the C-pillar of the BMW M3 following a slightly shallower angle than the standard body and having a broader base. This allowed the airflow to be directed towards the distinctive rear spoiler more effectively.

Extensive use of high tech in the powertrain, too.
The experts at the Motorsport department used the two-litre four-cylinder engine fitted in series-production models as the basis for the M3’s unit, as the low weight of its construction and its high-revving capabilities meant it had exactly the right ingredients for a racing engine. To transform the well-mannered everyday engine into an athletic performer with sports car credentials, however, they had to subject it to some intensive power therapy.

First, they increased its displacement to 2.3 litres and converted it to a four-valve arrangement. For this purpose, the team employed a suitably modified cylinder head taken from the six-cylinder engine featured in the BMW M1, whose combustion chambers were – conveniently enough – spaced exactly the same distance apart as the four-cylinder unit’s. The crank drive on the BMW M3 was designed to be so rigid that it could handle 10,000 revolutions per minute and more. The standard production car’s rated engine speed of 6,750 rpm therefore left plenty of margin for further evolutions of the motor sport off-shoot.

From sporting machine to heavy-duty transporter: the BMW M3 Pickup (1986).
When the first generation of the BMW M3 was brought out, it wasn’t just customers who were enthralled by its exceptional dynamic abilities. It also caused quite a stir within the BMW Motorsport department responsible for its development, who saw it as the perfect means of transporting work equipment and parts around the premises of what is now BMW M Division in Garching near Munich. The only problem was that goods transport didn’t figure very highly on the list of the first BMW M3’s many talents.

It didn’t take long to remedy the situation, the body of a BMW 3 Series Convertible being transformed into a BMW M3 Pickup. “The convertible bodyshell was chosen as the basis for two reasons,” recalls Jakob Polschak, head of vehicle prototype building and workshops at BMW M Division and an employee at the company for more than 40 years. “Firstly, we happened to have such a model at our disposal and in perfect condition. And secondly, the convertible’s built-in bracing made it the ideal choice for a pickup conversion.”

The first BMW M3 Pickup did not sport the original’s boldly flared wings, as it was equipped with the narrower body of its regular, volume-produced sibling. At first it was powered by the engine fitted in the so-called “Italian M3”, which had a reduced two-litre displacement due to tax regulations there and an output of 192 hp. “Later we switched to the original 2.3-litre four-cylinder engine with 200 horsepower,” reveals Polschak. The BMW M3 Pickup went about its work around the factory premises reliably for over 26 years before finally being retired four years ago.

The BMW M3 Pickup’s long service life alone is clear evidence that the one-off versions being presented here are not mere gimmicks or engineering exercises. On the contrary, they are high-performance cars that have been optimised to perfectly match their intended task or field of use. As such, they epitomise the philosophy of BMW M. Plus, they also fulfilled another important purpose: “Our apprentices, graduate trainees and placement students assisted in the construction of all of these prototypes,” explains Polschak. “This allowed them to gain invaluable hands-on experience at the same time as freeing up resources for us – a classic win-win situation.”

A starter model for young target groups: the BMW M3 Compact (1996).
The same was also true of the 1996 BMW M3 Compact, of course. The idea behind this model was to present younger customers, in particular, with an entry point into the world of BMW M cars. “To a certain extent, the M3 Compact can be regarded as the forefather of today’s BMW M2,” remarks the BMW M workshop chief with a twinkle in the eye, and it’s easy to see why he draws the comparison. If it had gone into production, the M3 engine’s power would in all likelihood have been lowered somewhat. In the prototype, however, it was allowed to unleash its full 321 hp, which made easy work of propelling a lightweight car (it tipped the scales at just 1.3 tonnes). “It is 150 kilograms lighter, more agile, firmer and even more uncompromising,” enthused German motoring magazine “auto motor und sport” (issue no. 13/1996) after testing it.

A feasibility study under real-world conditions: the BMW M3 Touring (2000).
The BMW M3 Touring prototype likewise materialised because a production model was under consideration. The M3 Compact was made available to journalists for testing in order to both project an image and sound out customer interest. But the M3 Touring served entirely in-house purposes. “This prototype allowed us to show that, from a purely technical standpoint at least, it was possible to integrate an M3 Touring into the ongoing production of the standard BMW 3 Series Touring with very little difficulty,” explains Jakob Polschak. “One important thing we needed to demonstrate was that the rear doors of the standard production model could be reworked to adapt them to the rear wheel arches without the need for new and expensive tools.” Once it had passed through the assembly line, the M3 Touring required only minimal manual follow-up work to fit the M-specific add-on parts and interior details, for example.

History repeats itself: the BMW M3 Pickup (2011).
Once the first-generation BMW M3 Pickup described above eventually started to show the first serious signs of wear after around a quarter of a century of service, it was time for a successor. As with the original, those responsible for its creation again opted for a convertible body due to the existing strengthening elements. “The conversion work had initially proceeded in the usual, largely unspectacular manner during the spring of 2011. But then someone came up with the idea of marketing the vehicle as an April Fools’ joke, as April 1 was just around the corner,” recounts Polschak. To prime the public, spy shots of calibration runs on the Nürburgring’s Nordschleife circuit emerged in the run-up to the day, which served to fuel speculation about plans to build a production model.

And it worked. Reports from the time show that a good many journalists and bloggers took the bait and believed the rumours. Even the official press release published on 1 April 2011 did not immediately set matters straight, first presenting the BMW M3 Pickup as the “fourth body variant” following the Sedan, Coupe and Convertible, before going on to say: “309 kW/420 hp under the bonnet and a payload capacity of 450 kilograms over the rear axle take the BMW M models’ hallmark blend of racing-style driving pleasure and everyday practicality to a whole new level.” It also pointed out that the Cd was only marginally higher than that of the BMW M3 Coupe, the car was 50 kilograms lighter than the Convertible and the 20-kilogram targa roof could be removed to further lower the centre of gravity and therefore deliver even sharper handling dynamics.

It wasn’t until the final paragraph that the press release discreetly revealed the model in question was actually a one-off built for use as a workshop transport vehicle. Unlike its predecessor, however, it had also been licensed for road use.

The BMW M3: a sporting icon and dynamic benchmark for five generations.
30 years ago almost to the day production began of the first series-produced BMW M3s. This represented the opening chapter in a story of success which has no equal in the automotive world. The 2.3-litre four-cylinder unit with four-valve technology produced 147 kW/200 hp and accelerated the M3, which weighed just 1,200 kilograms, from 0 to 100 km/h (62 mph) in just 6.7 seconds. Top speed was 235 km/h (146 mph). In 1988 the Evo version was unveiled, with power increased once again to 220 hp and its top speed to 243 km/h (151 mph). And this was followed in 1990 by the final development stage of the first-generation M3: the BMW M3 Sport Evolution with 238 hp 2.5-litre engine, produced in a limited run of 600 examples.

The second generation of the BMW M3 – not developed specifically for use in motor sport this time – was a much more understated affair. Unveiled in 1992, its six-cylinder engine developed 210 kW/286 hp from three-litre displacement and peak torque of 320 Newton metres (236 lb-ft). It also featured the innovative new camshaft control system VANOS. The new model set two world records – for the highest output per litre (97 hp/l) and the highest specific torque (108 Nm (80 lb-ft)/l) produced by a volume-produced naturally-aspirated engine.

An extensive facelift in 1995 saw the displacement of the six-cylinder in-line engine increased from 2,990 to 3,201cc, with output rising to 236 kW/321 hp. Added to which, the new engine also employed Double-VANOS, which brings fully variable camshaft control on both the intake and exhaust sides. In summer 1996 the BMW M3 became the first series-produced car to be offered with the option of an SMG automated manual gearbox.

Featuring an aluminium bonnet with powerdome, prominently flared wheel arches, an aerodynamically optimised boot lid with rear spoiler lip and four tailpipes exiting the dual-flow exhaust system, the third-generation BMW M3 unveiled in 2000 cut an extremely eye-catching figure once more. Power again came courtesy of a naturally-aspirated six-cylinder in-line engine. The completely newly developed unit developed output of 252 kW/343 hp from its 3,246 cc and peak torque of 365 Newton metres (269 lb-ft).

Instead of being equipped with a straight-six engine, like the two previous generations of the car, the fourth incarnation of the BMW M3 presented in 2007 was powered by a high-revving, naturally-aspirated V8 developing 309 kW/420 hp. Among the extensive intelligent lightweight design measures employed were the carbon fibre-reinforced plastic (CFRP) roof fitted as standard and a front axle made almost entirely from aluminium.

The current (fifth) generation of the BMW M3 was introduced in spring 2014. In keeping with the change in nomenclature for BMW’s series-produced models, only the four-door sedan is badged “M3”, while the coupe and the convertible variants were given the model designation M4. In all three body variants, a free-revving straight-six engine with M TwinPower Turbo technology and 317 kW/431 hp provides the power. Rigorously applied intelligent lightweight design elements include the extensive use of lightweight materials such as CFRP and aluminium for many chassis and body components. All of which has shaved around 80 kilograms off the weight of its predecessor.

This summer, BMW M Division released an exclusive special-edition model – limited to 500 units worldwide – as a special tribute to the successful 30-year history of the BMW M3. With its Macao Blue metallic exterior paint finish, the BMW M3 “30 Jahre M3” harks back to the first generation of car, for which this colour shade was first offered. The Competition Package, which is included as standard and comprises extensive powertrain and suspension modifications, pushes the engine output of the anniversary model up by 14 kW/19 hp to 331 kW/450 hp.

München. Z lansiranjem prve generacije BMW M3 leta 1986, je BMW M GmbH, v tistem obdobju pod imenom BMW Motorsport GmbH, revolucioniziral segment športnih vozil srednjega razreda. Noben drug proizvajalec prej nikoli ni uporabil pristne dirkaške tehnologije tako dosledno, da bi model masovne proizvodnje, kot je BMW serije 3, spremenil v polnokrvno športno vozilo visoke zmogljivosti, ki je prav tako popolnoma primerno za vsakodnevno uporabo. Prvi BMW M3 je postavil standard, po katerem se je ocenjevalo druge proizvajalce.

Medtem pa je BMW M nenehno izpopolnjeval svojo avtomobilsko ikono skozi pet generacij modelov. V vseh teh letih je BMW M3 ohranil svoj originalen značaj. Najbrž noben drug avtomobil ne združuje značilnih dirkaških genov in neomejeno primernost za vsakodnevno uporabo v tako zelo čustvenem celovitem konceptu. Ob obeležitvi 30. obletnice avtomobilske ikone to poletje, bo BMW M na trg lansiral ekskluzivno posebno izdajo BMW M3 “30 Years M3”, ki je omejena na 500 vozil po svetu.

Izdaja “30 Years M3” v legendarni kovinski barvi Macao Blue.
Izdaja “30 Years M3” je v čast prve generacije BMW M3 lakirana v ekskluzivni kovinski barvi zunanjosti Macao Blue, ki je nekoč doživela svojo premiero v barvni skali BMW kot posebna možnost za prvo generacijo BMW M3.

Izdaja “30 Years M3” je nadgrajena s paketom Competition, ki je na voljo kot dodatna oprema za model BMW M3 serijske proizvodnje. Ta obsega večjo moč motorja za 14 kW/19 KM, ki znaša 331 kW/450 KM (BMW M3 “30 Years M3”: kombinirana poraba goriva: 8,8 – 8,3 l/100 km, kombinirane emisije CO2: 204 – 194 g/km). Paket Competition vključuje tudi prilagodljivo M podvozje, ki je popolnoma usklajeno s povečano zmogljivostjo. Izpopolnjena oprema obsega še nove vzmeti, blažilnike in stabilizatorje, spremenjene karakteristične diagrame treh načinov vožnje; Comfort, Sport in Sport+, in ustrezno spremenjeno nastavitev osnovnega aktivnega M diferenciala na zadnji premi ter dinamičnega nadzora stabilnosti (DSC). Paket Competition je pri posebni izdaji na voljo tudi s kovanimi 20-palčnimi M litimi alu. platišči Star-spoke 666 M s kombiniranimi pnevmatikami (spredaj: 265/30 R20, zadaj: 285/30 R20).

Vsi ti ukrepi vodijo v bistveno povečanje dinamične zmogljivosti, ki se navsezadnje kaže tudi v boljšem pospešku. BMW M3 “30 Years M3” z dodatnim 7-stopenjskim M menjalnikom z dvojno sklopko pospeši od 0 do 100 km/h v le 4 sekundah, kar je 0,1 sekunde hitreje od modela serijske proizvodnje. Tudi z osnovnim 6-stopenjskim ročnim menjalnikom opravi vozilo ta sprint 0,1 sekunde hitreje od proizvodnega modela.

Kar zadeva oblikovanje zunanjosti obsega paket Competition tudi razširjene vsebine elementov BMW Individual Shadow Line visok sijaj, vključno z masko izpušne cevi iz črnega kroma za M športen izpušni sistem in karakterističnim, močnim zvokom, ki bistveno prispeva k zelo čustvenemu voznemu doživetju. Posebna izdaja ima na voljo tudi ekskluzivno oblikovani M škrgi na sprednjih blatnikih z logotipom “30 Years M3”.

Športna, funkcionalna notranjost z izjemnim, prvovrstnim ambientom.
Paket Competition nadgradi notranjost posebne izdaje “30 Years M3” s specifičnimi M športnimi sedeži, ki združujejo odlično oporo z značilnim potovalnim udobjem na dolgih razdaljah. Varnostni pasovi z vtkanimi črtami BMW M prav tako izboljšajo športen ambient v notranjosti.

Logotip “30 Years M3” na sprednjih vratnih pragovih spominja voznika in sovoznika na edinstveno zgodovino ikone podjetja BMW M. Napis “30 Years M3 1/500” na okrasni oblogi instrumentne plošče iz karbonskih vlaken sporoča ekskluzivnost modela BMW M3 “30 Years M3”, omejeno na 500 vozil po svetu. Napis “30 Years M3” je vezen tudi na sprednjih naslonih za glavo.

BMW M3 “30 Years M3” je opremljen z ekskluzivnim oblazinjenjem v usnju Merino v barvni kombinaciji Black/Fjord Blue ali dodatno v Black/Silverstone s kontrastnimi šivi, ki čudovito poudarijo športen in prefinjen značaj posebne izdaje.

V primerjavi z BMW M3 s paketom Competition je posebna izdaja v Nemčiji dražja za okoli 10.000 evrov. Prihod na trg je predviden za poletje 2016 – kar je natanko 30 let od podpisa prve pogodbe za nakup BMW M3.

1986 – serija 3 z razširjenimi blatniki in izvrstno močjo.
Približno šest mesecev po tem, ko je BMW jeseni leta 1985 osupnil strokovnjake s svetovno premiero novega BMW M3 na mednarodnem avtomobilskem salonu v Frankfurtu, je končno napočil čas: spomladi leta 1986, so nekateri novinarji iz sveta avtomobilizma prvič dobili priložnost, da na dirkališču v Mugellu preizkusijo “serijo 3 supercar”, ki ni bila spektakularna le po svojih izrazito razširjenih blatnikih. 2,3-litrski štirivaljni motor z vgrajeno tehnologijo štirih valjev je razvil 147 kW/200 KM. Ta pogonska enota je bila idealna rešitev za avtomobil z dvoje bočnih vrat, ki je zaradi svoje lahke konstrukcije tehtal samo 1200 kg – sprednji in zadnji odbijač, bočna pragova in pokrov prtljažnika z zadnjim spojlerjem so bili izdelani iz plastike, podobno kot še nekatere druge komponente. Pospešek od 0 do 100 km/h v 6,7 sekunde in največja hitrost 235 km/h sta še danes vsega spoštovanja vredni številki.

Leta 1988 je sledila predstavitev EVO različice BMW M3, ki je dosegla največjo hitrost 243 km/h po zaslugi izboljšane izhodne moči (160 kW/220 KM). Leta 1990 je bila na trg lansirana najmočnejša različica modela prve generacije – BMW M3 Sport Evolution, ki je razvil 238 KM in imel 2,5-litrsko pogonsko enoto pod sprednjim pokrovom, proizvodnja je bila omejena na 600 vozil.

Izjemen dokaz inženirskega znanja v razvoju BMW M3 so že leta 1986 potrjevale različice katalizatorja v športnem avtomobilu. Ker so od samega začetka razvojne faze tehniki prav tako posvečali svojo pozornost uporabi tehnologije za prečiščevanje izpušnih plinov, je vsaka različica modela zaradi vgradnje katalizatorja izgubila le 3 kW/5 KM moči motorja; s tem je bil učinek na vozno zmogljivost zares malenkosten.

1992 – od polnokrvnega dirkalnika do elegantnega kupeja.
V nasprotju s predhodnikom, druga generacija BMW M3, ki je svoj debi doživela leta 1992, ni bila razvita posebej za uporabo v motošportu. Občutno bolj diskreten in eleganten kupe je imel vgrajen 3,0-litrski šestvaljni motor z močjo 210 kW/286 KM in največjim navorom 320 Nm. Pogonska enota, ki je bila opremljena z inovativno tehnologijo krmiljenja odmikalne gredi VANOS, je pomenila izjemen dokaz vrhunskega inženirskega znanja. S svojo litrsko močjo (97 KM/l) in specifičnim navorom (108 Nm/l) je postavila dva svetovna rekorda za konvencionalne sesalne motorje masovne proizvodnje. BMW M3 Coupé je pospešil od 0 do 100 km/h v natanko šestih sekundah, medtem ko je bila njegova največja hitrost elektronsko omejena na 250 km/h.

Novi BMW M3 je izstopal po obliki svojih zunanjih ogledal. Aerodinamično izpopolnjena ohišja zunanjih ogledal z dvojno pritrditvijo in profilom v obliki kril so takoj ločila vozilo od serijsko proizvedenih različic BMW serije 3 Coupé. Izrazito oblikovana M zunanja ogledala še danes služijo kot ena najznačilnejših identifikacijskih lastnosti večine modelov s črko M.

Leta 1994 je BMW M nadgradil ponudbo BMW M3 z dvema karoserijskima različicama hkrati. Poleg kabrioleta je bil BMW M3 prav tako prvič na voljo kot limuzina s štirimi vrati. Kupci so bili še posebej zadovoljni, ker ni zmogljivost limuzine v ničemer zaostajala za tisto v kupeju.

Leta 1995 se je, v okviru obsežne nadgradnje modela, delovna prostornina vrstnega šestvaljnega motorja povečala iz 2990 na 3201 cm3, njegova največja moč pa na 236 kW/321 KM. Prenovljen motor je bi opremljen z dvojnim VANOS, tako da je poleg spremenljivo prilagodljive odmikalne gredi sesalnih ventilov imel tudi sinhrono delujočo izpušno odmikalno gred. Rezultat: kljub večjim rezervam moči in bistveno boljši zmogljivosti (npr. 0 – 100 km/h v 5,5 s) je bil spremenjeni BMW M3 zelo varčen.

Od poletja leta 1996 je BMW M3 postal prvo vozilo masovne proizvodnje na svetu z avtomatiziranim ročnim menjalnikom. Funkcija sekvenčnega M menjalnika je bila dirkaške narave: za prestavljanje navzgor je voznik povlekel prestavno ročico nazaj, za prestavljanje navzdol pa jo je enostavno potisnil naprej. Sistem je bil med kupci izjemno popularen, saj je bilo takrat skoraj vsako drugo vozilo BMW M3, ki je zapeljalo iz proizvodnega traku v tovarni BMW v Regensburgu, opremljeno z menjalnikom SMG.

2000 – polnokrven atlet s samozavestnim videzom.
Tretja generacija BMW M3 je imela bolj energičen videz od svojega predhodnika. Po zaslugi aluminijastega pokrova motorja z izboklino (power dome), izrazito širših blatnikov, aerodinamično izpopolnjenega pokrova prtljažnika z zadnjim spojlerjem in štirih končnih izpušnih cevi dvopretočnega izpušnega sistema, kupe ni puščal prav nobenega dvoma glede svojih rezerv moči in dinamike.

Vozilo je bilo prav tako gnano z vrstnim šestvaljnim sesalnim motorjem. Popolnoma prenovljena pogonska enota je iz delovne prostornine 3246 kubičnih centimetrov razvila največjo moč 252 kW/343 KM in največji navor 365 Nm. 5,2 sekunde za sprint do 100 km/h in le 5,4 s za pospešek od 80 do 120 km/h v četrti prestavi – ti številki odražata potencial zmogljivosti tega BMW M3. Spomladi leta 2001, le nekaj mesecev po kupeju, je svoj prvenec doživel tudi kabriolet, ki je imel zaradi svoje nizke linije še bolj mišičast videz.

BMW M3 CSL, ki je bil kupcem na voljo od leta 2003, je dobil poseben status. Pri tem posebnem modelu, ki je bil dosledno zasnovan v okviru lahke konstrukcije – okrajšavo CSL je BMW vedno uporabljal za Coupé, Sport in Lightweight –, je največja moč 265 kW/360 KM kombinirana z maso praznega vozila le 1385 kg, kar ustreza razmerju med maso in močjo 3,85 kg/KM. Znižanje mase ni bilo doseženo preprosto z izpuščanjem domnevno nepotrebnih, z udobjem povezanih komponent, ampak s principom inteligentne lahke konstrukcije, to je z uporabo najprimernejših materialov na pravem mestu. Ta je npr. vključevala streho iz plastike, ojačane s karbonskimi vlakni (CFRP), in zadnje okno, ki je bilo zastekljeno s tankim steklom. In kot dokazuje pospešek, se je to izplačalo: 0 – 100 km/h v 4,9 s, 0 – 200 km/h v 16,8 s.

2007 – četrta generacija z motorjem V8 in karbonsko streho v osnovni opremi.
Namesto vrstnega šestvaljnega motorja, ki je bil vgrajen v dveh prejšnjih generacijah, je imela četrta izdaja BMW M3 pod svojim sprednjim pokrovom sesalni motor V8. Štirilitrska pogonska enota z visoko vrtilno frekvenco je razvila največjo moč 309 kW/420 KM in tehtala samo 202 kg, kar je bilo 15 kg manj od prej uporabljenega motorja. Uporaba koncepta inteligentne lahke konstrukcije se je prenesla tudi na druga področja. Na primer, BMW M3 Coupé je imel osnovno na voljo karbonsko streho, kjer ostane struktura vlaken vidna pod prozornim slojem. Sprednja prema vozila je bila skoraj v celoti narejena iz aluminija.

Jeseni leta 2007 je prišla na trg štirivratna različica BMW M3, ki je imela pospešek od 0 do 100 km/h v 4,9 sekunde in je bila s tem le desetinko sekunde počasnejša od kupeja. Ponudbo modelov je nekaj mesecev pozneje, spomladi leta 2008, dopolnil še kabriolet.

2014 – inovativna tehnologija motorja in dosledna lahka konstrukcija.
Z lansiranjem pete generacije vrhunskega športnika spomladi leta 2014, BMW M GmbH ni poskrbel le za prvo istočasno predstavitev limuzine in kupeja, ampak je oznako modela prav tako razporedil z novo nomenklaturo serijskih modelov. Torej, limuzina nosi ime BMW M3, kupe pa BMW M4 – enako kot kabriolet, ki je kupcem na voljo od jeseni leta 2014.

Popolnoma posodobljen vrstni šestvaljni motor, ki vključuje tehnologijo M TwinPower Turbo in koncept visoke vrtilne frekvence, razvije največjo moč 317 kW/431 KM in največji navor 550 Nm (na voljo v širokem območju vrtilne frekvence motorja), kar presega največjo količino navora predhodnega modela BMW M3 za skoraj 40 odstotkov. Poraba goriva in emisije so okoli 25 odstotkov nižje. BMW M3 Limuzina in BMW M4 Cabrio pospešita od 0 do 100 km/h v 4,1 sekunde (z dodatnim 7-stopenjskim menjalnikom z dvojno sklopko).

Da bi se dosegla čim višja raven vozne dinamike v kombinaciji z izvrstno učinkovitostjo porabe goriva, je bila masa vozila (z osnovno opremo) v primerjavi s predhodnikom znižana za okoli 80 kg. Ponovno je bilo to možno z dosledno uporabo inteligentnih ukrepov lahke konstrukcije. Ta med drugim vključuje intenzivnejšo uporabo lahkih materialov, kot sta CFRP in aluminij, za številne komponente vzmetenja in karoserije.

“Vse najboljše, BMW M3” – prijatelji in spremljevalci mu čestitajo za 30. rojstni dan.

“Do BMW M3 bom imel vedno zelo poseben odnos. Moj oče je vozil črnega BMW M3. Leta 2012 sem postal prvak prvenstva DTM z mat črnim BMW Bank M3. Vsi proizvodni modeli BMW M3 imajo zelo poseben dirkaški značaj – podoben novemu BMW M4. BMW M GmbH je uspelo prenesti občutek iz dirkališča na cesto. Takšnega močnega avtomobila ni enostavno narediti tako kompaktnega in zanesljivega na cesti, kot je to storil BMW z M3. BMW M3 je športnost v najčistejši obliki. In vedno bo imel prav posebno mesto v mojem spominu”.
Bruno Spengler, poklicni dirkač, v sezoni DTM 2016 tekmuje za ekipo BMW Team MTEK, z BMW M3 DTM osvojil prvenstvo DTM v sezoni 2012.

“BMW M3 je fascinanten avtomobil – tako danes kot pred 30 leti. Po dirkališču sem vozil takratnega M3. V primerjavi z našimi današnjimi dirkalnimi avtomobili, je bilo za volanom res težko delo. V mojem prvem prvenstvu DTM v sezoni 2013, sem slavil zmago z BMW M3 DTM nove generacije. To je bil zelo poseben trenutek. In mislim, da je BMW M3 enostavno narejen za ustvarjanje tako posebnih trenutkov”.
Timo Glock, poklicni dirkač, v sezoni DTM 2016 tekmuje za ekipo BMW Team RMG, 91 dirk za F1 Grand Prix med letoma 2004 in 2012.

“Za veliko ljudi – tudi zame – je BMW M3 sinonim uspeha na dirkališču. Njegovi dirkaški geni so bili očitni že leta 1986 in tudi danes ni nič drugače. Kot dirkač se počutim odlično, da lahko takšen športen avtomobil vozim tudi zunaj dirkališča. BMW M3 je legenda z dobrim razlogom”.
Martin Tomczyk, poklicni dirkač, v prvenstvu DTM tekmuje za ekipo BMW Team Schnitzer.

“BMW M3 je brez dvoma najpomembnejši avtomobil v moji dolgi dirkaški karieri. S tem avtom sem osvojil svetovno prvenstvo turnih avtomobilov (WTCC), naslov v DTM, italijansko prvenstvo turnih avtomobilov in se veselil številnih dirkaških zmag po vsej Evropi. BMW M3 je bil zmagovalec od prvega dne in ta položaj je obdržal skozi desetletja. Fani obožujejo BMW M3 – in tudi jaz ga obožujem!”
Roberto Ravaglia, nekdanji poklicni dirkač, prvi zmagovalec prvenstva turnih avtomobilov v zgodovini (1987) in ustanovitelj ekipe ROAL Motorsport.

“BMW M3 je prava ikona. Ko je avto opravil svoj dirkaški prvenec leta 1987, je bil zmagovalec od vsega začetka in postal najuspešnejši turno avtomobil vseh časov. Vožnja s tem avtomobilom je bila vedno velik užitek. Z njim sem doživel tako veliko nepozabnih trenutkov in se veselil številnih zmag. Z BMW M3 sem stkal zares tesno vez”.
Johnny Cecotto, nekdanji poklicni dirkač, 10 dirkaških zmag z BMW M3 v prvenstvu DTM med letoma 1989 in 1992, z BMW M3 zmagovalec 24-urne dirke v Spa-Francorchampsu leta 1990, z BMW M3 zmagovalec 24-urne dirke na Nürburgringu leta 1992, z BMW M3 GTR zmagovalec prvenstva ADAC GT Cup leta 1993 in dvakratni svetovni motociklistični prvak (1975/1978).

“Zame je BMW M3 preprosto najboljši. Verjamem, da BMW M3 vsak takoj poveže z BMW M GmbH, celo prej kot M1 in M5. Glavni razlog njegove fascinacije je nedvomno rezultat njegove kariere v motošportu. Navsezadnje je BMW M3 vse do danes najuspešnejši turni avtomobil na svetu. Sam imam štiri avtomobile BMW M3 različnih letnikov. Moj najljubši je še vedno BMW M3 prve generacije – ne le, ker so klasični avtomobili BMW moja strast, ampak ker sem osebno prepričan, da je njegova oblika preprosto najboljša.”
Felipe Garcia, ljubitelj in zbiralec znamke BMW, ustanovitelj Mint Classics v Münstru in trgovec z vozili BMW M.