Such is the level of modification required to transform a regular 3-series into an M3 that it is hard to see how the company ever makes a profit from this vehicle.
The base shell is carried over from the regular car, but remember that M Division can make requests for particular reinforcements at the initial design stage. To this is added a set of bespoke aluminium suspension components whose only commonality with the base car at either axle is a pair of rear lower wishbone control arms. This saves 2.5kg and gives a much stiffer platform for wheel control.
Naturally, the engineers have their favourite aspects of these changes. They’re especially proud of how stable the rear axle is and how much better the dampers are than the old car’s. The Michelin Pilot Sport tyres are unique to the M3 too.
The end result is that on ‘comfort’ dampers the M3’s ride is actually better than the 335i M Sport coupé’s, and that’s either a remarkable achievement or a sign that it’s getting too soft in its old age.
For the external panels, only the door skins and light units remain. Thermoplastic bumpers and front wings house front and rear tracks 38mm and 31mm wider than a 335i and the bonnet is pressed aluminium.
This car uses a carbonfibre-reinforced plastic roof to lower the car’s centre of mass. Over a glass sunroof-equipped car the saving is 22kg, although that figure falls to around 5kg over a regular steel panel.
Just two cylinders of the M3’s new V8 sit ahead of the front axle line. Displacing 3999cc, the engine produces 414bhp at 8300rpm and 295lb ft of torque at 3900rpm. It uses the most advanced engine management computer in the car world, it is claimed to be more fuel efficient than the straight six it replaces, the block is 15kg lighter and it uses brake energy regeneration to allow the alternator to de-couple under hard acceleration, yet charge more efficiently at other times.