I put over 300 miles on our 2009 BMW M3 sedan over the weekend. This was my first extended visit with the four-door, E90 version of the M3. Unfortunately, I was too heavily scheduled to get it on any back roads, but I enjoyed getting to know it on the freeway.
The 4.0-liter V8 (414 hp at 8,300 rpm, 295 lb-ft at 3,900 rpm) has all kinds of power, but it's not all evenly distributed throughout the range as it is on BMW's DI twin-turbos, so you feel like you're cheating yourself if you shift much before the 8,500-rpm redline. I like engines that give you this kind of incentive.
I could probably do without the engine's cold-start lumpiness. But I like that I can always hear the V8 at a 75-mph cruise, thanks to the modest overdrive reduction on the 6th gear (0.872) combined with a shortish final drive (3.850).
I have to agree with the criticism leveled against the M3's manual gearbox, but I'm so desperate to have a conversation with the cars I drive, that I find myself wanting to put up with the Getrag's long, springy clutch pedal stroke. I kept a pair of M3-friendly driving shoes in the trunk all weekend.
I had two additional passengers in our M3 sedan about a third of the time, so those rear doors and extra inch of rear legroom (34.6 versus 33.7 in the E92 coupe) were indispensable. Actually, our long-term M3 turned out to be a very practical car in these situations. It was adequately roomy for all of but one of the my passengers (there were 5 in total).
Even more surprising was its utterly compliant ride quality. With the exception of a slight busy feel (and audible resonance) over rain-grooved pavement (which doesn't exist in Germany where I'd guess the chassis tuning was finalized), it manages to feel highly controlled yet never, ever brutal.
Erin Riches, Senior Editor @ 7,397 miles
fuhteng says:
12:21 PM, 08/10/09
Cool. So what rpm is the M3 at at 60 or 70 or 75 or 80? (P.S. guys - I'm looking for info, not to start a fight!)
carguy622 says:
12:32 PM, 08/10/09
I like engines that reward you for wringing them out as well. Once the cams switch at about 6,500 on the TSX it's a sweet ride to redline. Sounds great as well. Another 1,000 rpm on the redline, like the M3, would be even sweeter.
roadburner says:
12:49 PM, 08/10/09
I prefer the old BMW gearboxes with a direct fifth gear; that works out to 4,000 rpm at 80 mph in the Club Sport. The result is 30-31 mpg and a surprising amount of thrust from a 1.8 liter motor.
sherief says:
01:05 PM, 08/10/09
"Once the cams switch at about 6,500"
The TSX motor employs i-VTec, which is a continuously variable timing system that doesn't do a "cam switch".
Anyway...the more M3 entries I read, the more jealous I get. I noticed the lumpiness after a cold start on my test drive too. Although I actually like it for some reason.
jzcarr25 says:
01:10 PM, 08/10/09
spot on review, definitely reinforces my decision to go with the sedan. I also agree with the gear box commentary, this car was designed with DCT in mind. I find the high revving engine really frustrating on the daily commute, you are easily in "wreckless driving" ticket range @ 6000 rpm in 2nd and 3rd and the fun doesn't even begin until then.
crowb says:
02:34 PM, 08/10/09
Carguy622, don't worry. We know what you meant.
zoomzoom22 says:
04:44 PM, 08/10/09
I love engines that reward you for redlining as well. The sound that my friend's Civic SI's engine makes as the cams open up at 6,000 RPM is addicting and gives me chills every time - and it gets even sweeter near 8,000 RPM. It's like you stepped out of a normal Civic and onto a Kawasaki.
zoomzoom22 says:
04:45 PM, 08/10/09
"Carguy622, don't worry. We know what you meant."
Yup. The TSX, like the Civic SI, almost sounds like it has two engines across the rev range. What a sweet-sounding mill.
carguy622 says:
05:19 PM, 08/10/09
sherief: Thanks for the info... I guess you do learn something new everyday. I knew it was i-VTec but I wasn't positive of the distinctions.
Expanding on what jzcarr25 said, the nice thing about the relatively modest power of the TSX and Si is that you can hit the redline a lot more without worrying about your license being revoked.
I'd still love an M3 though...
slhtonz says:
07:12 PM, 08/10/09
I agree with the comments about i-vtec... heck, it even makes an accord sound sweet. I wish there were more high-revving (8k+) v6 or i6's around... all the fun of an m3 without having to worry about reckless in 2nd gear... while, unlike an Si, not having to worry about what badge is on the back of that camry.
Given the means though, I'd never turn down an M3 either.
davidmgb says:
09:24 PM, 08/10/09
No thanks, I can't stand peaky engines. You have way more fun on a day to day basis with a nice torquey engine.
The last peaky engine I drove was an e34 M5. Intoxicating sound, yes, but it was hard work to drive that thing.
I continuously profess my love for a late SAAB 9000 Aero that made me fall in love with turbo engines. Like strapping on a rocket!
elbee says:
12:22 PM, 08/11/09
I HATE engines with a linear release of power--which is 90% of them today. Even the turbos for godssake.
hondacura4 says:
07:09 PM, 08/11/09
"The last peaky engine I drove was an e34 M5. Intoxicating sound, yes, but it was hard work to drive that thing."
David, maybe you should try something more modern as the "peaky" engines you don't care for have made large strides in power delivery. Although they don't posses the stump pulling torque of a large displacement V8, they still are largely entertaining. The M3's V8, M5's V10 and a bolt-on/Hondata equipped Honda K20 may...make that will surprise you.
"The TSX motor employs i-VTEC, which is a continuously variable timing system that doesn't do a "cam switch"."
Sherief, I don't think you're completely correct.
Courtesy of Wiki:
"(i-VTEC) Valve lift and duration are still limited to distinct low- and high-RPM profiles, but the intake camshaft is now capable of advancing between 25 and 50 degrees (depending upon engine configuration) during operation.
The K-Series motors have two different types of i-VTEC systems implemented. The first is for the performance engines like in the RSX Type-S, 06+ Civic Si or the TSX and the other is for the more economy focused engines found in the CR-V, Element and Accord. The performance i-VTEC system is basically the same as the DOHC VTEC system of the B16A's as both intake and exhaust have 3 cam lobes per cylinder. However the valvetrain has the added benefit of roller rockers and continuously variable intake cam timing."
In essence, there is still the VTEC "cam switch" present with the added benefit of continuously variable intake cam timing.