2015 BMW M3

The BMW 3 Series entered a new generation for the 2012 model year, and three years later, we finally got our eyes on the new BMW M3. Of course, it can not be confused with a Bimmer, thanks to those dual kidney grids, but its new appearance is a clear evolution of the latest Model 3 Series. The highlights of the exterior include a significantly more aggressive bumper with corner air intakes that could look at you from the room, a decking design for the rear fascia that makes the rear look much less like a Honda Civic. Rounding out the exterior are new outdoor light units all the way around. Inside, the car gets the standard M treatment for the steering wheel, door thresholds, dead pedal, gearshift and trim. The most important part of the new generation M3 is the new 3.0-liter, turbocharged, I-6 under the hood which is good for 425 horsepower and 406 pound-feet of torque.

The M3 has been a legend for some time, ripping off asphalt since its debut in 1983. It is smaller so it is nimble but has always had significant power under the hood, making it the best of both worlds. With this new generation, BMW engineers were aiming for perfection. With over 400 horses and enough torque to burn a set of tires after a few hours of "play" the 2015 M3 is the closest thing to how perfect you can really get. With all that in the open, it's time for you to learn all about the new M3, so check out our full review below.


Rendering vs. Reality

We created our representation in September 2013, and despite not seeing much of the real model, it was not too difficult to decipher what the new M3 would look like. All we had to do was take the revised Series 3 sedan and add the typical M features, like the five-spoke two-spoke wheels, an aggressive front front and hood, and some ground effects. Comparing our depiction to the actual leaking images shows that our artist was in the money with his vision of the M3.

Exterior


The exterior is wonderfully BMW. It's a solid evolution in the 3-Series line that will certainly age well. The look is undoubtedly one of discreet aggression that combines the quiet attitude of a normal car with the threatening grunt of a true M3.

Four real doors with usable interior space mean that the M3 can accommodate three friends in the ride of their lives. Images, however, speak for themselves.

Looking deeper, we see many exterior additions to the M3 of the standard 3 series

"" Dynamic mode M, a sub-function of the DSC system, allows more wheel slip and yaw speeds than is normally acceptable. Let the hooning begin. ""
It simply lacks. A huge front apron, smooth belly and rear spoiler Gurney keep the air moving properly around the car. Aerodynamic force is also a key reason for exterior rigging. Beyond the front grille, air is intentionally directed beyond simple cooling reasons. The air is channeled through the engine's oil cooler and creates a Venturi effect that reduces the lift of the front axle, which in turn improves steering.

Twin-stalk style side mirrors and integrated air vents (M vertical gills) reward the front wheels to help move the air around the car without creating turbulence or resistance.


Inside

The feel and style of BMW that become standard in the Series 3 is alive and well in the new M3. A carbon fiber dash insert, three-spoke steering wheel and the information and entertainment system are all familiar. Details such as door thresholds designed by M, dead pedal, gearshift lever, leather steering wheel with chrome finish and circular instruments with white graphics, give an exclusive and sporty look.

Strong reinforcement in the front seats keep occupants comfortably in place and are fully adjustable. Power performance and heating elements are still available for those seeking comfort touches, while twisting through the corkscrew at Laguna Seca. Four adults are able to ride without problem, although there are better sedans available for long distance travel.

2015 BMW M3 - Interior dimensions \

Free space (front / rear) TBA / TBA
Legroom (Front / Rear) TBA / TBA
Shoulder Room (front / back) TBA / TBA
Hip Room (front / back) TBA / TBA
TBA Interior Volume
TBA luggage capacity

Transmission

Under the bonnet is where the BMW engineers made some unexpected changes. M3s of yesteryear were powered by Izás the sweetest six-cylinder inline engines to ever adorn an engine bay. Aspirate Naturally
D with a crazy high redline, the legendary 3.2-liter I-6 made 333 horsepower and could propel and E46 M3 from anything to 60 mph in about 4.5 seconds. BMW has taken a page from history books, combined it with the latest forced induction technology of the 21st century, and presented its next step in online engines: the 3.0-liter, twin-turbocharged I-6, encoded the S55. BMW says the new engine produces 425 horsepower from 5,500 to 7,300 rpm and 406 foot-pounds of torque from a low 1,850 to 5,500 rpm. Those numbers have not yet been validated, but we imagine they are close to reality. The M TwinPower Turbo engine also features a lighter weight than the 4.0-liter V-8 output and a 25 percent increase in fuel economy. Two transmission options are available: a standard six-speed manual transmission and a seven-speed dual clutch transmission. Both transmissions have electronic features that make any driver look like a professional driver. The six-speed speed has an automatic throttle system, similar to the Corvette C7's Rev Match system of 2014, which moves in the second seconds between gears during a downshift, increasing the smoothness of the changes. The M-DCT is the choice of ceiling-buff. Rapid lighting changes in manual mode allow changes without interruption of wheel power. Integrated Launch Control helps to get the M3 off the line without any problems. Once in gear, the stability clutch control helps to redirect the car if understeer is detected when opening the clutch to put it back in line. Drivelogic is also standard on the M-DCT and offers different modes selectable by the driver ranging from comfort and economy to sport and track configuration. Divide all power is the BMW Active M differential, which uses an electronic "" Handling should be excellent with very little play, but will be on the rough side with little forgiveness on rough surfaces or speed stops. , Sliding installation limitation designed to put the most effective power. It takes into account the position of the accelerator, the speed of rotation of the wheels, the steering angle and the yaw speed of the car - all coming from the dynamic stability control system. The systems work as a whole to get the M3 to move quickly out of corners, even with less-than-ideal surface conditions. Fortunately, BMW offers enthusiasts the ability to turn the system into a less intrusive mode

. Dynamic mode M, a secondary function of the DSC system, allows for more wheel slip and yaw speeds than are normally acceptable. Let the hooning begin. Keeping all the cool technology on race day can be a challenge, but one of BMW's engineers met with some serious solutions. Perched next to the turbo is an indirect intercooler that maximizes the loader pressure. In addition to the main radiator, the M3 also cools with a water cooler located next to the high- and low-temperature water circuits along with the engine and transmission oil coolers. The turbos get their own electronic water pump that keeps the bearing brackets from frying while the M3 is stationary. At the end of the day, the M3 equipped with M-DCT reaches 60 mph in just 3.9 seconds to the sprint of 4.1 seconds of the model equipped with six speeds. 2015 BMW M3 - Drivetrain Specifications Engine type 3.0-liter Turbo with I-6 Turbo M Technology TwinPower Turbo technology with two mono-scroll turbochargers, direct fuel injection High Precision, fully variable valve timing (VALVETRONIC) and engine control (0-60 MPH) 4.1 Sec (HP-FT @ RPM) 406 @ 1,850-5,500 Transmission Six-speed manual gearbox (optional: seven-speed double clutch transmission) Acceleration (0-60 MPH) RPM) 425 @ 5500-7300 W / Manual) / 3.9 sec. (W / M-DCT) Top speed 155 mph Suspension What's beneath the new M3 is as impressive as the drivetrain, if not more. Low weight and high rigidity topped the BMW list for essential inclusions for all suspension and axle components. The dual-joint elastic arms, control arms, wheel supports and secondary axle frames use a lightweight aluminum construction. Five kilograms (about 11 pounds) have gone on the front axle only when compared to the outgoing unit. Non-play ball joints and elastomeric bearings work with a five-link rear suspension without rubber rubber to keep things tight. 

The missing rubber cushions are a blessing N mixed. The handling should be excellent with very little play, but will be on the rough side with little forgiveness on rough surfaces or speed bumps. Such a compromise could relegate the M3 to more than just a car track, rather than the perfect all-terrain that previous models were known to be. In addition to the missing rubber bearings, the rear axle is also short of three kilograms (6.6 pounds) in weight as well. The control arms and wheel carriers are made from forged aluminum, as are the 18-inch wheels and the optional 19-inch wheels. It is said that the reduced unsprung mass improves handling without compromising driving comfort, but we have our doubts about such claims.