From £51,440
Hardcore M3 GTS possesses a singularity of purpose that is utterly intoxicating

Our Verdict

BMW M3 Coupé
Anyone who drives this car and yearns for more straight-line performance clearly has power issues

The latest generation BMW M3 isn't as thrilling as the original E30 M3, but it's still mighty

  • First Drive

    BMW M3 GTS

    Hardcore M3 GTS possesses a singularity of purpose that is utterly intoxicating
  • First Drive

    BMW M3 Competition Pack

    BMW's icon gets stop-start plus optional suspension and DSC tweaks
6 July 2010

What is it?

The most extreme factory backed iteration of a road going BMW M3 yet – the new GTS. The final act for the current M3 prior to the arrival of an entirely new model in early 2012, it is essentially a track car that just happens to be road legal here in the UK, thus the licence plates front and rear.

At 1530kg, it is 75kg lighter than the standard M3 for a start. The weight loss is achieved, in part, by the adoption of titanium rear silencers and 19-inch light alloy wheels. In true racecar practice, the glass rear side windows and rear screen make way for lightweight polycarbonate replacements.

Further reductions come by way of a pared down interior. It has been liberated of just about all of its comfort orientated features, including the front seats which are replaced by one piece carbonfibre jobs with three-point belts.

The M3 GTS’s added performance stems from its engine. It’s no mildly tweaked version of the fifth-generation M3’s naturally aspirated 90-degree 4.0-litre V8. Rather BMW’s M division has developed what amounts to a whole new powerplant.

The bore remains at 92mm but the stroke has been extended by 6.8mm to 82mm, resulting in an overall capacity of 4.4-litres. Power tops out at 444bhp – 30bhp more than the standard M3, while torque jumps from 295lb ft to 325lb ft and is developed 150rpm earlier at 3750rpm.

Channeling the new car’s added reserves is a beefed up version of the M3’s optional Getrag-engineered seven-speed M DCT (dual clutch transmission). As is now a feature on all of BMW’s M models, there’s a power button and toggle switch to alter the characteristics of the engine’s power delivery in five distinct steps.

What’s it like?

Fire the M3 GTS’s new V8 and you’re immediately made aware of all the under bonnet tinkering as it catches and settles into a lumpy idle overlaid with a pulsating exhaust note that is full of purpose and fantastically naughty.

Moving off, it’s the added torque that make its presence felt more than anything else. At lower revs, the M3 GTS feels more muscular than the standard M3 – not a lot but enough to make you think the engine changes have been worth the effort.

The acceleration is clearly stronger and not so heavily weighted towards the business end of the rev range, something that provides it with added flexibility and a more determined feel.

The response is something else. BMW’s M division has retained individual throttle butterflies for each cylinder and full variable valve timing, endowing the new V8 with sensational pick up. It’s not quite as rabid as similarly sized engines boasting a flat crank design, but it is mightily impressive nonetheless. All of which, gives the impression of added speed right throughout the range.

Less mass helps, of course. At 290bhp/tonne, the M3 GTS’s power to weight ratio is rather sharp – not stunningly sharp but sharp enough to make the standard M3 appear somewhat blunt by way of comparison.

The dual clutch transmission makes light work of the engine’s added reserves, providing rapid shifts in manual mode without the startling clunk you got with the old sequential manual unit when changing gears at the redline. It’s definitely the right choice for the car. A traditional manual would be out of place here.

Overall effect: this hardcore M3 goes faster, feels faster and, most of all, sounds faster than any road going versions of Munich’s legendary coupe that have come before it over the past quarter century.

What sets the GTS apart most from the standard M3 from is its sharpness. Everything you ask of the new coupe is carried out with greater immediacy, added response and heightened accuracy.

The steering is heavenly – heavier than the standard power assisted hydraulic set-up, but the added effort that’s required is more than made up for in precision. Turn-in is instant. There’s no slack as you come off centre, just eager, linear response.

Even at high speeds the M3 GTS remains wonderfully flat and neutral during cornering, and with the DSC (dynamic stability control) switched into M-mode there’s rarely any intervention. Arrive too fast into a corner, though, and you find the new BMW will eventually understeer. But with a good deal of commitment and DSC switched off you can drive around it. The limits are so high, though, you’d likely never get near them on public roads.

The upgraded brakes are also well up to the job, providing firm and solid retardation. Granted, we didn’t run many laps, and those we did were broken up by cool down pass through the pit lane, but the pedal action remained strong and there wasn’t any obvious sign of fade.

Should I buy one?

I ache to spend more time with this car. The M3 GTS possesses a singularity of purpose that is utterly intoxicating. At this stage, we can’t say what it would be like on the road. Firm, for sure. Although with manually adjustable dampers, the default road setting with which it will be delivered to customers is claimed to offer a good deal more compliance than the race setting we experienced.

But with BMW’s M division set to produce no more than 150 examples of the M3 GTS in both left-and right-hand drive, it’s apparently already too late to lodge an order. Word is each and every one has been sold.

Join the debate

Comments
11

9 July 2010

[quote Autocar]The weight loss is achieved, in part, by the adoption of a carbon fibre roof[/quote]

Doesn't the standard M3 have a carbon fibre roof?

JT.

9 July 2010

[quote JimTurner]Doesn't the standard M3 have a carbon fibre roof?
[/quote]

Pretty sure it does. Which you lose if you tick the sunroof box.

9 July 2010

Appears to be the same, unless they have changed the CFRP lay-up perhaps? - I was looking at one of the standard M3 roofs at the weekend. It is so impressively done it just looks like black metal from a short distance, it has a really thick clearcoat between air and the first weave. Wonder if it actually saves much weight...

Nice to see the M division doing something meaningful again, by the way.

9 July 2010

Notice Autocar speaks of the steering as specular or some such, yet no steering feel mentioned. 19 inch wheels and huge tires = no feel for what the car is doing = no we are not back to the dna of what a M3 really is. Just faster, big deal. j

9 July 2010

[quote jl4069]19 inch wheels and huge tires = no feel for what the car is doing [/quote]

Porsche 911 GT3 RS has 245/35 ZR19 at the front and 325/30 ZR19 at the rear

Ferrari 430 Scuderia has 235/35 ZR19 at the front and 285/30 ZR19 at the rear

No feel?

9 July 2010

Only a 75kg weight saving? That's a bit disappointing given it's apparent "hardcore" nature.

And I'm guessing quite a lot of that 75kg will come from removing the air-con etc, which pretty much every buyer will choose to have installed anyway, so as not to risk the resale value.

9 July 2010

Be surprised they haven't got a hybrid M3 like Porsche did with the RS3, wouldn't that be a fantastic M3?

Peter Cavellini.

9 July 2010

If they recast the old S54 straight-six in magnesium, perhaps stroked it out to 3.5 litres (like the original M5 engine) and attached a centrifugal supercharger to it (a la the Loaded.se M3 CSL), they'd have torque and power aplenty, it would be lighter than this thing, and it would sound better. The dual-clutch gearbox also has no place in a car like this - it needs the stick-shift sequential from the Z4 GT3, which is lighter and (from what I've heard) also faster.

I'm nitpicking, though. By any reasonable yardstick, this is a fantastic car. I love how it looks, too - the Lambo orange paintjob, the blacked-out grille... I'd take that rear spoiler off, though. I want top speed and oversteer more than I want downforce... though I'm probably in the minority there.

11 July 2010

Might the traction control go missing from the factory?

16 July 2010

444bhp is 84bhp more than the CSL but it is also 150kg heavier. I thought BMW could have at least got it down to about 1420kg. Anyway, still a very good effort but maybe could have been better.

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