M3/M4 BMW M3 GTS First Drives Thread, Autocar etc.

[martinbo]

BMW M3 GTS
Test date 06 July 2010 Price as tested TBA

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 a carbon fibre roof, 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.

Source: BMW M3 GTS - Autocar.co.uk

 

[Giannis]

Finally

 

[klier]

Finally

Yeah, it was about time.

Let the epicness start!!! I'm sick of reading about the RS5

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.

 

[footie]

The sheer fact that such a small weight improvement can have such a dramatic effect on the overall feel of a car shows that it's not so much the amount of weight being lost but where the weight is taken from.

Great job by BMW, improving an alreay brilliant car.






The only fly in the ointment is the price, which means far too few will ever get the chance to experience it.

 

[Deleted member 25]

Only 75 Kg ? always thought it was 150 kg.

 

[south]

Here's an onboard video:

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Best regards,
south

 

[Mr Robert]

BMW M3 GTS review - hardcore Porsche 911 GT3 RS rival driven | evo

EVO.

 

[martinbo]

Thanks Dr.

Some key points from the Chris Harris' initial impression:

What is it?
A very expensive M3. There’s no official number from BMW UK because the 10 cars due to land here won’t arrive until next year and the 20% VAT rate will then be in place. But we know it’ll be £100k plus. It’s more of a track car than the iconic E46 CSL. The half-cage is standard as are the Pirelli P-Zero Corsas. There’s no manual gearbox option and there will only be 150 built.

Technical highlights
The motor is now 362cc bigger, bringing an extra 30bhp and 30lb ft (outputs are now 444bhp and 325lb ft, the latter delivered earlier in the rev range than before). Perspex side and rear glass, no rear seats, lightweight door cards and a minimalist centre console save 75kg over the standard car. The gearbox is BMW’s seven-speed DCT (dual clutch transmission), which is engineered by Getrag.

What’s it like?
Around the Ascari track in Spain, fast, very fast. There were standard E92 M3 Competitions to drive for comparison purposes and the GT3, predictably, monsters them. It doesn’t feel its 1530kg in direction changes, which is testament to the chassis changes which include a solid mounted rear subframe and adjustable dampers. Straight-line speed is impressive, BMW claims 0-62mph in 4.4sec and 190mph flat out. The noise is naughty.

But the big question surely is the price versus the performance. Is it really worth £100k plus? Well, it’s exclusive, beautifully engineered and very approachable. The combination of DCT transmission, front-engine/rear-drive and excellent stability systems make it easier to drive than a Porsche 911 GT3 RS. The brakes are the first on an M Car to match the straight line performance, a good thing.

But it struggles for traction next to the Porsche, doesn’t steer as sweetly and isn’t as fast - in a straight line or in terms of lap time. I found myself enjoying it immensely because it takes that age-old M3 trick - being able to carve a neat line one lap and then providing hilarious, smokey slides the next - and moves it a stage further. The nagging doubt remains though, that a BMW M3 Competition with a half cage, some sticky rubber, new suspension, bigger brakes, some noisy pipes and a re-map mightn’t be all that different. And the work wouldn’t cost £50k to complete.

How does it compare?
On price, it struggles. A standard GT3 Clubsport is a better, more rounded machine - but only just. It is £20k cheaper though, and the 911 GT3 RS is better still. But for those who love BMW and the M3, this is the ultimate, limited edition expression of that passion. And as we all know, scarcity is as important as ability for future values.

Anything else I should know?
Not really. The GTS is a great drive, but in pure, objective terms, it just doesn’t justify the price. It should have been £75k and they should have made 1000 of them. Then Porsche would have had one hell of a fright.

Seems to be a well-rounded, balanced opinion on the car. No question the GTS is an incredibly capable and appealing track-ripper that holds a broad repetoire of dynamic abilities - from precise to lairy - depending on the intent of the driver. So, as a performance machine in isolation, the GTS is tops.

Concerns are the limited availability (good for the lucky few as this guarantees exclusivity and collectablity - hence favourable residuals) and the fact that the car is even less road-biased than the already balls-out CSL.

So, the GTS is what it is: a rare, track-focused, pricey collectors' piece that will surely be lauded in car magazines' track shootouts but other than that, will have much less relevance in terms of the broader, on-road performance car market. Then again BMW already has the M3 and, furthermore, the Competition Package for that purpose in any event. So, what me worry?

My only real gripe with the GTS? The colour.

 

[Mr Robert]

The way I see it, those are very relevant points by both you and mr Harris.

 

[PanterroR]

^2nd that.

 

[klier]

The color is stunning Martin

And this here:

Anything else I should know?
Not really. The GTS is a great drive, but in pure, objective terms, it just doesn’t justify the price. It should have been £75k and they should have made 1000 of them. Then Porsche would have had one hell of a fright.

Come on, what a lame stupid arguement. First of all, the GTS was sold out within a day basicly, and if they would have charged 50k more, it still would have been sold out within a day. Secondly, cars like this GTS, a regular M3, a regular Carrera S or GT3 RS are ALL overpriced and very expensive. Nothing new, and definitely not worth mentioning by mr Harris because not a single one of his readers will have the opportunity to actually buy one.

 

[Centurion]

Harris always finds the right words to sum a car up. Best review so far.

It doesn't get much more niche than this. The GTS is a specialty car crafted by the M for wealthy car collectors and highly dedicated M3 enthusiasts. A similar model is the 997 Sport Classic which cost an absurd 200k, twice as much as a 997C2S with the X50 kit. That money is enough for a decked out R8 V10, LP560, DBS and several other dream cars.

Nevertheless, there are more than 250 Porsche africandos on this planet for the 250 allocation to be accounted for a in no time. These cars are not for everyone but mean everything to some people.

 

[footie]

Come on, what a lame stupid arguement. First of all, the GTS was sold out within a day basicly, and if they would have charged 50k more, it still would have been sold out within a day. Secondly, cars like this GTS, a regular M3, a regular Carrera S or GT3 RS are ALL overpriced and very expensive. Nothing new, and definitely not worth mentioning by mr Harris because not a single one of his readers will have the opportunity to actually buy one.

Not a lame or stupid argument, he's point was a very valid point from the point of PR, something that all company look for and value highly. Pricing the GTS at 75K would have made many a potential customer GT3 sit up and take note, in fact I reckon that quite a few would have considered it over such a car, but at 100K it's too expensive to be classed as anything other than a very rich person's play thing and possible money maker in the future, much like the Lexus LF-A. After all it is only a BMW and not a Porsche we are talking about, again very similar argument with the LF-A which is only a Lexus and not a Ferrari.

P.S.
You appreciated his comments on the RS5 when he criticised it, yet here when it's the M3GTS being mentioned you disagree with his findings. You can't have it both ways.

 

[martinbo]

The color is stunning Martin

Ja, omdat dit oranje is! Still, I can't help but wish the colour was less Porsche and more ///M Division. A unique, pearlescent, metallic red-maroon in-betweener, much like Ferrari's new red, would've been ace. I have nothing against the oranje but I can't stand orange cars.

Come on, what a lame stupid arguement. First of all, the GTS was sold out within a day basicly, and if they would have charged 50k more, it still would have been sold out within a day. Secondly, cars like this GTS, a regular M3, a regular Carrera S or GT3 RS are ALL overpriced and very expensive. Nothing new, and definitely not worth mentioning by mr Harris because not a single one of his readers will have the opportunity to actually buy one.

You're not wrong, but neither is Harris' opinion lame. It's really down to the angle of your point-of-view. Also, I'm prepared to bet that everyone of those 10 UK buyers will want to know Harris' opinion. Whether they agree or disagree with it. He is prolific, talented and highly respected in petrolhead circles.

Harris always finds the right words to sum a car up. Best review so far.

I agree.

It doesn't get much more niche than this. The GTS is a specialty car crafted by the M for wealthy car collectors and highly dedicated M3 enthusiasts. A similar model is the 997 Sport Classic which cost an absurd 200k, twice as much as a 997C2S with the X50 kit. That money is enough for a decked out R8 V10, LP560, DBS and several other dream cars.

Nevertheless, there are more than 250 Porsche africandos on this planet for the 250 allocation to be accounted for a in no time. These cars are not for everyone but mean everything to some people.

Well said; what price does one place on exclusivity, rarity, collectability etc? klier's point is valid in terms of the relevance of price for this extremely focused type of product? In ten years' time which will be the more sought after machine? The more common GT3 RS mk2 or the M3 GTS? I am certain it ought to be the latter. Still it doesn't change the fact that the GT3 RS is better value for that money (at time of purchase) and that it's the better performance car. Because you don't have to buy it in orange!

 

[footie]

Well said; what price does one place on exclusivity, rarity, collectability etc? klier's point is valid in terms of the relevance of price for this extremely focused type of product? In ten years' time which will be the more sought after machine? The more common GT3 RS mk2 or the M3 GTS?

I am certain it ought to be the latter. Still it doesn't change the fact that the GT3 RS is better value for that money (at time of purchase) and that it's the better performance car. Because you don't have to buy it in orange!

The GT3 RS mk2 for the simple reason that it's a Porsche, the finest example at the time and the other is a BMW, not that there is anything wrong with that only that the other has a higher status and a more remarkable racing heritage.

Numbers are the only reason why this GTS has sold out, this is true for most of the one offs we get, if BMW had intended to make 3 thousand of them and sell them at this high price then rest assured it wouldn't have sold out or anything close to it, in fact I would doubt if they would have sold the number they did. It's a great car but not a patch on the GT3 RS in terms of desirability, which can command this price day in, day out and sell all they can make.

Though I actually do think the colour is right for a limit run special, if not the orange then it still needed to be something that ultimately helped it stand out from the crowd and since BMW are now offering their normal M cars with matt finish that ruled out it as a possible alternative.

 

[Mr Robert]

Yeah, it's just a BMW, but what a BMW! I give the company kudos for going for the GT3 when others aim for the Turbo.

 

[footie]

Yeah, it's just a BMW, but what a BMW! I give the company kudos for going for the GT3 when others aim for the Turbo.

Agreed, but in the context of the argument I believe my comments were correctly used.

Though what other car could a hardcore track based M car be aimed at, they are all rwd so the Turbo was definitely out.

 

[Merc1]

The Car Enthusiast - | First Drive | Ascari, Spain | 2011 BMW M3 GTS |

Ever since the E30 model was conceived 25 years ago the formula has been a winning one - on road and track. Celebrating that milestone is the new, limited edition, BMW M3 GTS.

In the Metal

You'll never mistake the GTS for a regular M3. The first giveaway is the spectacularly orange paintwork, but almost as obvious is a suite of significant aerodynamic enhancements. The massive rear wing is based on that of the 320si World Touring Car and it's adjustable. As are the air deflectors on the deep front apron. Both are finished in black, a colour also applied to the kidney grille, window surrounds and the 19-inch alloys.

Peer inside and you'll notice that the rear seats are gone; in their place is a roll bar (which may optionally be extended to a full cage). The front seats are racing buckets and owners can choose to use a six-point harness or a regular safety belt. Tactile Alcantara covers the steering wheel and the inside of the doors. The cabin looks particularly bare due to the deletion of much of the regular M3's standard equipment, but it emphasises the purpose of the GTS.

What you get for your Money

Although all examples of the M3 GTS are supposedly sold BMW has not announced the price. It's estimated to be just under £100,000. A look around the cabin suggests that you're paying more for less. Gone is the iDrive system; a stereo is optional, as is air conditioning. A fire extinguisher is included though, as is a revised version of BMW's seven-speed M Dual Clutch Transmission (DCT).

Obviously buyers of the M3 GTS will be interested in something other than the list of standard equipment. Like the new 4.4-litre development of the V8 engine for instance, or the fully adjustable suspension with bigger brakes...

Driving it

Appropriately, our test time in the GTS was restricted to laps of the Ascari circuit. Before the first corner is reached it's obvious that there's something special under the bonnet. The stroke has been extended, increasing capacity from 3,999- to 4,361cc, resulting in an increase in peak power from 414- to 444bhp (at a screaming 8,300rpm). Torque increases too, from 295- to 325lb.ft, available at 3,750rpm. The 0-62mph time drops to 4.4 seconds, but it's the endless sweep of the rev counter needle and the beefier mid-range that stand out.

The chassis has received just as much attention. The rear suspension sub-frame is rigidly bolted to the body and the ride height can be adjusted, as can the damping and camber on both axles.

Reading the specification you'd be forgiven for thinking that the GTS is a clinical lapper of race tracks, clinging to the tarmac while the driver just steers. In fact it's more engaging than any M3 gone before and it is incredibly playful at and beyond the limits of adhesion - limits that are all too easy to breach. There's a delicious sense of throttle adjustability that, while present in the regular car, is even more accessible in the GTS thanks to the extra immediacy in the chassis. The new engine has the power to bite if you get cocky, but even high-speed slides feel safe, gradual and intuitive to work with. In short, it's a fabulous track toy.

Worth Noting

BMW quotes a kerb weight of 1,530kg for the M3 GTS, which is 70kg less than a regular M3. Lightweight interior components, a thin-walled racing exhaust with titanium silencers and polycarbonate rear windows all contribute to this.

We were categorically told that BMW will make a profit out of this project. Although demand will significantly outstrip supply the company could not extend the production run due to capacity and the hand built nature of many of the components. To put this car into series production would cost the company a lot more money.

Summary

Enthusiasts with the wherewithal to buy a more expensive version of the M3 may wonder why BMW hasn't just made a new CSL instead of the GTS. A lucky few will be counting the days to the delivery of their new toy - no doubt to be added to an already impressive collection. Fans of the M3 brand will rightfully be in awe of the GTS, even if they never get to drive it for themselves.



Car reviews | BMW M3 GTS | First Drive: BMW M3 GTS | by Car Enthusiast


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[Soup]

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