Stomp the go pedal with the traction control off, and the rear tires light up while the entire car launches forward with grace. Cranking out “only” 295 lb-ft of torque at 3,900 rpm, it may not be the low-end torque monster that the F80 has become, but let those revs climb and the S65 will sing a glorious German metallic melody all the way to a proper 8,300 rpm redline a figure we’re not likely to see anytime soon in the current generation of turbocharged BMW M cars.Īnd it’s fast. It also gets better gas mileage.īut it’s the way this thing pics up the revs that is truly astonishing. Almost completely made out of aluminium, this tight little unit is shorter and 33 pounds lighter than the 3.2 liter straight six that powered the E46. That engine, the 4.0 liter V8, well it’s a masterpiece. That V8 Thoughīecause you still have 414 hp at your disposal, and no matter how much weight you’re adding to a car, 414 horsepower is still 414 god-damn horsepowers. So, it’s a convertible with an automatic. Yes, DCT may be an efficient system that allows this M3 to put down great acceleration times on paper, but in the real world, it takes away much of the driving feel and pleasure we’ve come to expect from past M3s. To make things even less enthusiast-friendly, the car I was driving was equipped with BMW’s DCT 7-speed dual clutch transmission. Which means it’s a half a second slower from 0 to 60 (4.5 seconds vs 4). Add to that all the added chassis rigidity, and the E93 is a whole 500 lb heavier (3,990 lb total) than the E90 coupe.
You see that fancy, $12,000, overly-complicated hardtop that folds in the trunk origami style? Well it’s heavy as hell. Plus, I figured it was a good idea to take a closer look at this version of the M3 since it’s despised by most enthusiasts. My tester was a Pearl White Metallic convertible (an E93), which I believe made sense, considering it’s summer and nice and hot outside.
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