2008 BMW M3 Reviews, Pricing & Specs

Look past the flame-surfaced design details that have stirred controversy over the appearance of modern BMWs, and note the 2008 M3’s subtle hood swell. It’s not for looks. Rather, it’s necessary to clear the new V8 engine. Additional design features include a subtle body kit with a rear diffuser panel, aero-styled side mirrors, sexy hood and fender vents, quad exhaust outlets, alloy wheels, and a tidy lip spoiler. Multiple wheel designs are available, all of them appealing.

Significantly bolstered sport front seats dominate the high-quality cabin, along with a central dashboard bubble that houses the M3’s dreaded iDrive infotainment system. It mars what would otherwise be considered an example of a perfect driving environment: all-business in order to maximize pleasure.

Perhaps the most significant departure from previous versions of the M3 is the engine. The new M3 comes with a 4.0-litre V8 engine that revs to an astounding 8,400 rpm with phenomenal power specs of 414 horsepower. Peak horsepower is made just before redline, but the eight-cylinder engine’s 295 pound-feet of torque are available at a more reasonable 3,900 rpm, at the lower end of what is a flat and usable curve.

A six-speed manual gearbox is standard, and a seven-speed dual-clutch automated manual transmission (DCT) with paddle shifters is an option. An electronic variable locking rear differential is also along for the shenanigans, helping to get the power down to the ground. Rear-wheel drive (RWD) is the sole drivetrain.

Officially, the M3 coupe with the DCT is the quickest version of the car, rushing to 60 mph in 4.5 seconds (zero-to-100 km/h figures are not available). The heavier M3 sedan requires a couple of ticks longer, while the hefty M3 convertible does the deed in about five seconds flat. Versions with a manual gearbox require a third of a second longer to get to that speed, and that’s if you’re an expert with a clutch and stick.

As is expected, the BMW M3 gets a full steering, suspension, and braking upgrade, making it the most capable in cornering of any 3 Series. Still, in comparison to the previous M3, hundreds of pounds of added curb weight won’t go unnoticed by the most attuned enthusiast drivers. With that said, anyone new to the M3, or who never drove the E46 iteration, will have an absolute blast while behind the wheel of the 2008 model.

Fuel economy is rated at 15.3 litres per 100 kilometers in city driving and 9.7 on the highway with the six-speed manual transmission. DCT figures would be slightly different.

Coupes and convertibles seat four people, two of them comfortably and the two in the rear seats less so. For five-passenger seating, get the M3 sedan.

Leather seats are available, and in the M3 convertible, the material is sun-reflective to repel heat when the car is parked with the top down. Though significantly bolstered, the front sport seats are mighty comfortable once you’ve got them adjusted to your preferences. They provide a perfect driving position behind the thick-rimmed tilt/telescopic steering wheel and do a great job of holding you in place when you’re whipping the car through sets of S curves.

For the most part, the controls are laid out in an intuitive manner, with just a handful of quibbles related to climate and stereo system operation. The clunky and unnecessarily complex iDrive technology is another story entirely, and it’s best to get it set up before driving the car and then limit your interactions with it as much as is possible.

Choose the M3 convertible, and you’ll get the smallest trunk, at 350 litres. And if you decide to drop the top, the trunk shrinks significantly, since the roof stacks and stores inside of it. For maximum trunk volume, get the M3 sedan, which supplies 450 litres of the stuff. The M3 coupe’s boot is just a bit smaller, at 430 litres.

Known as iDrive, BMW’s infotainment system has finally found its way into the new 2008 M3. Given that the stereo and climate controls are separated from iDrive’s display screen and centre console controls, you don’t need to interact with it on a regular basis. But when you do, it can be a cause for criticism rather than celebration.

Aside from this abomination, the M3 features a sound system with a CD/MP3 player, satellite radio, an iPod adapter for the audio system, a USB audio input port, and 10 speakers. Dual-zone automatic climate control, power steering, and cruise control are standard, and the M3 offers remote keyless entry with push-button ignition, a trip computer, a Bluetooth hands-free cell phone connection, and a navigation system with a map that shows traffic conditions.

Additionally, an M button on the steering wheel automatically calibrates the M3’s dynamic settings for specific kinds of driving, and buttons on the centre console adjust the car’s adaptive suspension, throttle response, and traction/stability control sensitivity.

Every 2008 BMW M3 has a full complement of airbags, though convertibles lack the side curtain airbags that are included in the coupe and sedan. Traction and stability control systems and antilock brakes (ABS) are also on-board, and BMW Assist is a telematics service that can call for help in the event of an accident.

While crash-test ratings exist for the 3 Series convertible and sedan, none are automatically applied to the M3 due to the performance car’s different engineering, components, and materials. It is worth noting, however, that the 3 Series convertible earns a Marginal rating in the side-impact crash-test according to the Insurance Institute for Highway Safety (IIHS).

A BMW M3 is not cheap. Prices for the sedan start at $69,900, while the BMW M3 Coupe costs $71,300. For maximum fun in the sun, prepare to spend a minimum of $81,900 on the BMW M3 Convertible. These values are all about $15,000 to $20,000 more than RWD versions of the BMW 335i, itself a relatively speedy and enjoyable car. It can also be considered alongside the Mercedes-Benz C 63 AMG and the Audi RS 4, though the latter is a fair bit more expensive.

Then again, the real value in M3 ownership resides within the sports car’s high-performance engineering, its exclusivity, and the fact that it’s the best BMW 3 Series money can buy. For people with the means to buy an M car, that’s probably all that matters.

Note: Images show a US model.