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Premium
With the introduction of the new BMW M3 Convertible, the 3 Series offers fans of the M cars the widest variety of options. It is the first ever M3 equipped with a folding hardtop, which means it's packing an extra 150kg or so over the Coupé. That's bound to upset M3 purists, but the Convertible does debut BMW's new M DCT dual-clutch transmission - offering some compensation.
In the Metal
At first glance it is clear that the Convertible is from the same stable as its M3 saloon and Coupé siblings. Forward of the A-pillar, there are no differences, so that means the same aggressive bumper and lights, the sculpted wings and vented bonnet, a pronounced bonnet bulge and the signature vents in the front wings. With the hard top raised, the M3 Convertible takes on a slightly odd appearance, with the glasshouse noticeably moved forward from the Coupé. Top-down, the flat rear deck and quad exhausts ensure that heads are turned, and not just because of the noise emanating from them.
Inside, it's much the same as any of the other M3s, which means a generous level of standard equipment, high quality and nicely tactile switchgear. Unsurprisingly, there isn't as much room in the rear seats, nor will the (optional) wind breaker fit if you are carrying passengers.
What you get for your Money
In its most basic format, the M3 Convertible is around £4,000 more expensive than the Coupé version. However, it's difficult to find any direct rivals for it. An entry-level Porsche 911 Cabriolet offers similar performance, but it is not as exciting to drive and costs significantly more. There are Merc's CLK 500 and CLK 63 AMG Cabriolets, though the latter is an eye-watering £14,000 more than the BMW. Audi may upset the status quo when it unveils a new generation A4 Cabriolet with V8 power, but until then the M3 Convertible is pretty much a unique proposition in the market.
The test car was fitted with over £9,000 worth of options, including £2,590 for the M DCT gearbox and £1,265 for the 19-inch alloys. The Electronic Damper Control (£1,295) really should be standard on the M3, while the wind deflector (£220) is a must too. Among the other extras, it seems ludicrous to charge extra for Bluetooth connectivity and the USB interface, when satnav is standard, but BMW reckons the new technology is still not all that popular - something that will change in time.
Driving it
One hundred and fifty kilos is a lot of extra heft for the M3's engine to carry around. Naturally the 4.0-litre V8 is unchanged in this installation, putting out 414bhp and 295lb.ft of torque, yet despite the extra weight, the Convertible feels every bit as feisty as the alternative body styles. Sure, the on-paper performance is blunted a tad, but in reality the M3 Convertible is blisteringly quick and underlines how flexible the M Division's V8 engine is.
By rights, the powerplant should dominate proceedings, especially with the roof down, but as sonorous as the sound from the exhaust pipes is, you'll be focussing all your energy on keeping up with the M3 in the corners. I'm sure there is some loss of stiffness in the translation from Coupé to Convertible, but the limits are so high and the car so capable that you'd need to be timing your self around a race track to notice the disparity.
One of the great things about the M3 family is how alive it feels, even at sane speeds. Sure, it will get you to silly speeds quickly, but before that, you'll be having a lot of fun. The thick-rimmed steering wheel could do with more feel, but there's plenty through the seat of your pants and the variable traction control system, in cohorts with the progressive M Differential, allows you to feel like an oversteering hero in relative safety. Raise your game and the M3 follows suit, offering stability at higher speeds yet remaining agile through tighter corners.
Worth Noting
BMW's new dual-clutch, two-pedal DCT transmission employs a clutch for the even ratios and another for the odds. Clever electronics ensure that there should never be a gap in drive when accelerating, while the next gear is also pre-selected to quicken the change. BMW has added its Drivelogic control to the system, which was first seen on its SMG transmission. Drivelogic allows the driver to choose several settings of gear shift speed, as well as the option of fully automatic or manual operation.
In manual mode, the driver can use the tactile paddles behind the steering wheel or the stubby lever itself and if you ignore the neat change-up LEDs, the engine will just sit on its limiter until you're ready to change up. The fully automated mode is very good, though it doesn't creep to assist going up hills and is a little too eager to change down when coming to a stop. However, it's definitely a superior system to BMW's own SMG 'box and far more sporting in nature to the likes of VW's DSG and even the new SST 'box in Mitsubishi's Evolution X. BMW expects nearly 50% of M3 Convertible buyers to opt for it.
Summary
Coupé, saloon or convertible then? The choice is yours. All offer the brilliant BMW M3 experience, but each with a slightly different twist. Really then, the only decision to make, it seems, is which gearbox to have, as the new M DCT transmission is not only impressive, but also engaging. Much like any other M3, roof or no roof.
The Car Enthusiast | Reviews | BMW M3 Convertible road test
Absolutely stunning, my favorite BMW. You can't say that they didn't drive the thing, unlike some other "reviews". This is as much a must have car as anything else on the market.
M
