There's been a steady trickle of information coming out of BMW about its new M3. The company unveiled a "concept" version of the two-door M3 at the Geneva auto show this month. Now, BMW has deigned to release full engine specifications. And what specifications they are.
Like its primary competitors from Audi, Cadillac and Mercedes-Benz, BMW will use a V8 in its compact-sized sport sedan. The new naturally aspirated 4.0-liter unit generates up to 420 horsepower at 8,300 rpm, at least by European measurements. That number is not finalized for the U.S. market and by conventional Euro-to-U.S. conversion would be 414 hp. Either way, that's more than 100 hp per liter, still something of an accomplishment for a naturally aspirated motor. This is achieved, in part, through extremely high engine speeds. The new engine redlines at 8,400 rpm -- stratospherically high for a V8. At that speed, each of the V8's pistons are moving at 66 feet per second. Typical of high-revving motors, the new V8 makes a relatively low 295 pound-feet of torque at 3900 rpm. Just as impressive as its horsepowewr output is its weight. At 445 pounds, the new V8 is lighter by 33 pounds than the 3.2-liter inline six in the current M3.

The motor uses the familiar double VANOS infinitely variable valve system and has eight individual throttle butterflies. The exhaust manifolds, formed from thin-wall stainless steel pipe, is nothing short of art.

Two new technologies debut on this motor as well. First, is the so-called Ion flow technology, which uses the spark plugs to not only ignite the fuel/air mixture but to also act as a knock sensor. The other debut is the Brake Energy Regeneration system which is similar to regenerative systems used on hybrid powertrains. It captures kinetic energy from the brakes to recharge the engine's battery. This frees the engine up from having to devote power to charging.

- First eight-cylinder for the BMW M3.
- 420 hp from 4.0 litres.
- Maximum torque of 400 Newton-metres (295 lb-ft) at 3, 900 rpm, 85 per cent of maximum torque over a speed range of 6,500 rpm.
- 340 Newton-metres or 251 lb-ft available from just 2,000 rpm.
- Maximum engine speed 8,300 rpm.
- Consistent lightweight construction of engine and ancillary units, new V8 power unit one of the lightest eight-cylinders in the world, lighter than the straight-six power unit in the former model.
- Variable camshaft control, low-pressure double-VANOS for an optimum charge cycle, system offering full power and performance even with normal engine oil pressure.
- Eight individual throttle butterflies for spontaneous engine response.
- Consistent and reliable oil supply with longitudinal and lateral acceleration up to 1.4 g ensured by two oil pumps and wet sump oil lubrication.
- Exhaust system optimizing cylinder charge, optimized for weight and function by means of internal high-pressure remoulding, exhaust emissions fulfil EU4 and LEV 2 standards.
-Upgraded MSS60 engine control unit for optimum coordination of all engine functions with the various control systems in the car.
- Ion flow technology recognising and distinguishing engine knocking phenomena as well as misfiring and miscombustion by measurement of ion flow in the combustion chambers.
- Brake Energy Regeneration with intelligent alternator control.

Brake Energy Regeneration with intelligent alternator control.

The car won't go on sale until the middle of next year in the States, but we have a seemingly insatiable appetite for any information about BMW's 4th generation M3. Spy photos, technical tidbits, rumors, and whatnot have all been featured on this site, but now we have the real deal. Finally. The folks at AutoWeek just broke their article on this newest M3 and the overall opinion seems to match our expectations and alleviate our concerns at the same time. And the car is coming none too soon. With the new Mercedes-Benz CLK63 Black Series and the Audi RS5 set to debut in the near future as well, BMW needs its best and brightest on the front line.

As tends to be true of virtually every model on the market, the new M3 has grown up a bit in the evolution from E46 to E92. More GT than boy racer, it should still provide plenty of thrills for drivers. In place of the smooth-revving 3.2-liter straight-six goes a 30-pound-lighter, 4.0-liter V8 that is essentially a sawed-off M5 V10. It features an aluminum block, magnesium cam covers and aluminum-silicon alloy in the crankcase and produces 420 hp at 8300 rpm, and 295 lb-ft at 3900 rpm. Redline is at 8400, and AW promises a sound that is at least as sweet as the outgoing six, but with an added heft at the low end thanks to the extra two cylinders. All of that power is routed through a proper 6-speed stick too. Are those angels we hear singing?

Originally Posted by Autoblog
The car won't go on sale until the middle of next year in the States, but we have a seemingly insatiable appetite for any information about BMW's 4th generation M3. Spy photos, technical tidbits, rumors, and whatnot have all been featured on this site, but now we have the real deal. Finally. The folks at AutoWeek just broke their article on this newest M3 and the overall opinion seems to match our expectations and alleviate our concerns at the same time. And the car is coming none too soon. With the new Mercedes-Benz CLK63 Black Series and the Audi RS5 set to debut in the near future as well, BMW needs its best and brightest on the front line.

As tends to be true of virtually every model on the market, the new M3 has grown up a bit in the evolution from E46 to E92. More GT than boy racer, it should still provide plenty of thrills for drivers. In place of the smooth-revving 3.2-liter straight-six goes a 30-pound-lighter, 4.0-liter V8 that is essentially a sawed-off M5 V10. It features an aluminum block, magnesium cam covers and aluminum-silicon alloy in the crankcase and produces 420 hp at 8300 rpm, and 295 lb-ft at 3900 rpm. Redline is at 8400, and AW promises a sound that is at least as sweet as the outgoing six, but with an added heft at the low end thanks to the extra two cylinders. All of that power is routed through a proper 6-speed stick too. Are those angels we hear singing?

[Source: AutoWeek]

Originally Posted by Autoweek
We suspect it might be something special, this new fourth-generation BMW M3. A car that takes the sonorous engine note, rabid performance, superb chassis balance, impressive build quality and pure technical brilliance of its predecessor and hauls every last nuance of it to a whole new plane. A car not so much to admire but to lust after. A car to thrust BMW’s M division ahead of Mercedes-Benz’s AMG and give the engineers at Audi Sport more than a few sleepless nights.

And special it is. Four weeks after BMW unveiled its M3 concept at the Geneva motor show, the German automaker is now revealing the production version of the 2009 M3 due to go on sale in North America in mid-2008.

As electrifying as the third-generation M3 was to drive, there was no way a mere upgrade would do for the fourth-gen model—not with heavy-hitting competition such as the Mercedes-Benz CLK63 Black Series and the Audi RS5 ready to join the party. Although BMW’s M division hasn’t deviated from the front-engine, rear-wheel-drive format that has underpinned every model, the new M3 appears to have evolved into something more grown-up. It’s still astonishingly quick from point to point and no doubt utterly decisive in its actions but perhaps a little more grand tourer and practicality than the out-and-out racer this time.

The story of the new M3 begins in 2002 with the M division’s decision to proceed with a 4.0-liter V8 engine in place of the outgoing model’s sublime 3.2-liter inline-six. “It wasn’t so much us thinking the new car needed a larger powerplant than news that the competition was preparing cars in excess of 400 hp,” says the company’s development boss, Gerhard Richter, adding, “To stay in the game, we simply needed a bigger engine with greater power.”

With work on the M5’s 5.0-liter V10 already well advanced at the time, it comes as no surprise to find the two engines share the 90-degree cylinder-bank angle and a lot of other common elements, including bore and stroke measurements, four-valve-per-cylinder layout and 12.0:1 compression ratio.

With double Vanos variable valve timing, individual throttle butterflies for each cylinder and highly sophisticated electronics capable of doling out a staggering 200 million operations per second, the new V8 is a classic piece of M division engineering—intended to be equally fit for the racetrack or the open road.'

Thanks to the aluminum block, magnesium cam covers and aluminum-silicon alloy for the crankcase, the V8 weighs just 445 pounds—about 30 pounds less than the inline-six it replaces. With 420 hp at 8300 rpm, the new V8 delivers 77 hp more than its predecessor, while torque is up 26 lb-ft to 295 lb-ft at 3900 rpm.

The M3 is also a techno-marvel. BMW’s recently unveiled brake energy regeneration system stores power generated on a trailing throttle and under braking, using it to top up the battery when required rather than drawing precious power from the engine to spin the alternator. The new engine’s ability to rev to a stratospheric 8400 rpm is the real defining element, however. “It is what sets our cars apart,” says Richter.

Having experienced the raucous bark of the new V8 up close, we can confidently say it should possess the characteristic sharp throttle response and rev-driven attitude of the six-cylinder engine it replaces, combined with the added low-end punch and high-end heroics that come with the extra two cylinders and increased capacity.

The new car gets a six-speed manual gearbox with a revised 3.82:1 final drive, dumping power through a hydraulic differential providing 100 percent lockup to the rear wheels. The result, according to Richter, is a car that has lost none of its renowned traction qualities yet can be pushed into lurid powerslides despite the addition of nearly every driving aid in BMW’s new catalog—ABS, ASC, CBC and DSC for those keeping tabs. A double-clutch gearbox might be closer to introduction than first thought, since there will be no sequential-manual gearbox option.

M division design boss Ulf Weidhase modified the exterior to appear even tauter and more athletic than the standard car. Cues include a deep front spoiler carrying a trio of large ducts to feed air into the engine bay, a distinctive hood power dome, signature chrome gills behind the front wheel arches, widened fenders, an extended rear valance, four chromed tailpipes and 18-inch forged alloy wheels. The lightweight carbon-fiber-reinforced roof helps lower the center of gravity.

The production coupe shown here is the first of four M3 variants. A convertible, sedan and wagon also are in the works, the convertible fitted with a folding aluminum hard top.

BMW claims 0 to 62 mph in 4.8 seconds, 0.4 second quicker than the previous model. But don’t make the mistake of dwelling too much on the M3’s straight-line performance—handling and agility have always separated the M3 from its rivals. The latest model uses a combination of MacPherson struts up front and multlinks at the rear; however, the wheelbase is dramatically longer and wider, and the suspension geometry has been radically altered. Buyers will also be able to specify electronically controlled dampers providing three levels of firmness: normal, comfort and sport. They are chosen via the new MDrive button that also is used to alter engine mapping and steering response. Ventilated disc brakes measuring 14.1 inches up front and 13.8 inches at the rear complete the package.

The only question remaining is whether the sum of the new M3’s spectacularly sophisticated new parts can match its predecessors from the past 21 years. We hope looks—and hardware—aren’t deceiving.