BMW M Performance Line: Truth to Root of Diesel/xDrive M Rumour

         I almost had a heart attack when I heard of rumours swirling that BMW may be offering M-cars with xDrive and/or diesel; as any purist should. The thing about rumours is that there is always more to the story, and this story is no exception. One term that was being tossed around 2 years ago when preliminary information on what we know today as the 335is was on the net, was the term M-lite. This was understood as BMW taking an ordinary model and tuning it up both with mechanical and cosmetic upgrades giving it heightened performance character akin to an M without making it bona fide M car. It looks like our logic served us correctly because for the the 2011 model year BMW put out the 335is model. This model featured pretty much the full line BMW Performance upgrades in addition to a factory engine tune-up. This isn't the first time we've seen BMW do this and on January 12th the Chief of BMW M assured everyone that it definitely was not going to be the last.  It was announced that this year we can expect to see the first of many models of BMW M Performance vehicles for those “…seeking a particularly sporty driving experience, yet who also value the familiar comfort and practicality of BMW models.” The Chief even went so far as to imply for us to expect this treatment with diesel and xDrive equipped models. Rumour confirmed. No diesel or xDrive M models, only regular models tailored by BMW M and injected with a little extra M DNA.

Taking a look back will provide you with some insight as to how BMW M took regular models and stroked their brush instead of painting their M portrait. 

 

         

         Let’s think back to the humble beginnings of BMW M. The first production vehicle to be adorned with the famed M Badge is the 1979-1981 BMW M535i. What BMW did was take a half-M E12 5-series of sorts and dropped in a variant motor bored out to 3430cc. Technically, the first BMW to be touched by BMW M is known as the E12 Motorsport 533i, however, this model was made in very limited production and its only feature was the tuned-up 3.3L inline-6 motor. But it was the 1979 BMW M535i that came with the full treatment. Recaro seats, close ratio 5 –speed gearbox,  and next –generation E28 suspension are among a few cosmetic and performance enhancements that came with this model. As per the usual at this time the North American model had to be catalyzed and BMW subsequently produced a US version with the less powerful S38 engine in place of the original M88. The restriction of the catalytic converter brought power down to 256hp from 282hp. With BMW's trusty 6-shooter up front it was still a potent combination. 

               The M535i was a success and shortly after in 1983 BMW unveiled the M635CSi. This one was a huge hit with its iconic shark-nose front fascia, all the M-goodies from the M535i, including the S38 engine. The cool thing is that the engines used in the M535i and M635CSi are the evolution of the straight-six used in the legendary M1 supercar.  Something of familiarity for us arose for the North American model in 1987 when it carried the official M6 moniker. However this was simply a product planning decision made for this market based on the reason that an 'M6' would fit better in the line-up which at the time featured an M5 and M3. The US and Canada's new 'M6' did receive some distinctive upgrades but nothing beyond comforts like leather and rear zone climate control. 

Here's a link to the official M635CSi/M6 Registry where there are far more details on this iconic BMW coupe.

                For the next 16 years the US and Canadian market would not see the same stroke of the brush, only a glimmer of M in the ordinary non-M lineup. This was by way of a distinctive and optional M-Tech package. This was a step above your regular Sport Package where instead of pinsy upgrades like aluminum trim and and a 3-spoke'sport' steering wheel you get much more noticeable upgrades like the full M-Aerodynamic body kit, special M-wheels, and more pronounced M-trinkets inside like a more masculated, chiseled M-steering wheel and handsome illuminated M-shift knob (for those that opted for a manual). Firmer and slightly lower suspension was also included. But that's where BMW M's services ended. No power added and no BMW Performance parts existed. The 3 series (E30, E36), 5-series (E34, E39), and 7-series (E38, E65/66) platforms all had some optional variation of this nature.

          Let's take it to the end of the 16 year spell to the L.A. Auto Show in 2003 where BMW unveiled the 330i M-Performance Edition (at least this is what it was marketed as in Canada). Apparently the child of BMW Individual, a division of BMW M, this car received quite the treatment. Starting with the most distinctive colour of this generation and the colour selected for the press car, Imola Red. Many do not know that this is not just an official M colour, it is one of the top 3 most official colours because it was lifted right off the flagged M logo. Those 3 coloured stripes we've all grown fond of is Laguna Seca Blue, Interlagos Blue, and Imola Red, respectively. The M54 motor found in E46 330's normally put out 225hp but with more aggressive cams and an accommodating factory engine tune, this engine puts out 10 more hp and 8 more torques. Suspension was lower and firmer than both the optional Sport suspension and standard suspension but this time they utilized M-front control arms and M-rear trailing arms with a little more negative camber dialed in for improved cornering. The transmission available was a 'first-ever in a non-M' close-ratio 6-speed manual with a short throw shifter and shorter weighted shift knob. Alcantara was found on seat bolsters, covering the headliner and pillars, and around the steering wheel and shifter. The M-Aerodynamic body kit was only natural and complemented by a subtle lip spoiler on the trunk lid. Staggered 18 inch M-wheels were also offered only with this package making picking this car out of a crowd a cinch. The M-Performance Edition was available in sedan, coupe, and convertible form from 2003 to 2006, the last E46 sedan model year being 2005. It is more commonly known as the 330 ZHP after its official BMW USA option ordering code. This generation and this model in particular sold quite well and solidified the BMW 3-series as thee bona fide sport sedan. It must be told that this car was born out of necessity as BMW would put it, because the E46 generation did not carry on the M-sedan guise the E36 generation started. So they had to come up with something to busy the complainers and busy them it did because we are still talking about it. By we I mean me because ironically enough I own one exactly like the one pictured.

For more information on the 330 M-Performance Edition/ZHP, check out this FAQ page kindly provided for and by the ZHP community.

             Now it's 2010 and people get word that BMW is cooking something up for the already spectacular 335. Modifications and accessories are all good but they don't hold a candle to something that comes from a factory with the distinction and upgrades one is after. For the 2011 model year BMW replaced the N54 twin turbo motor and replaced it with a single twin scroll turbocharger. Power remained unchanged at 300hp but also put out was a model coveted the 335is. This particular model features a tuned-up version of the outgoing N54 twin turbo motor as well as the option of a dual clutch automagic transmission. Power is up 20hp thanks to the tune, and looks are great thanks to the M-Aerodynamic kit and special 19" is distinctive sport wheels. Unfortunately this was only available in coupe and convertible form.

             So according to the M Chief this is going to be kind of a thing now so if you like what you learned in our little history lesson then you can count on looking back in another decade with way more cool memories. All the successful elements are in the mix with what's to come; exclusivity, style, superiority, and down-right fun without breaking your neck or your wallet (compared to an M). It is by no means a replacement for an true M, just somehow manages to be a step above and a step below but very special nonetheless. Sometimes a little M DNA is all you need. 

Hear it straight from the horses mouth:

The M3 Saloon's Final Act

                                                                                        2012 BMW M3 CRT

            If you have not already met allow me to introduce to you quite possibly the rarest M3 ever, the 2012 BMW M3 CRT. Remember in 2009 when BMW introduced the lightweight halo model to the E9X M generation? How could you not? With that tangerine paint it is not soon to be forgotten. Well, consider the M3 CRT the sedan counterpart. In the previous E46 generation you may be familiar with the M3 CSL (Coupe Sport Lightweight) and even the generation prior (E36) offered an M3 LTW. BMW simply takes the M3 concept and sets out to create a stripped-out limited edition track-ready cherry on top of the M3 lineup.But never has BMW taken a sedan and applied the same track couture. The main goal in terms of dynamics is to increase the ever-important power-to-weight ratio, done most effectively by simply increasing power and decreasing weight. For the CRT, BMW has used the same motor found in the M3 GT: a bored out 4.4L version of the standard M3's 4.0L V8 ponying up 450HP and 324 ft/lbs of torque.

The Diet

            Much attention has been paid to the seating and the hood using Carbon Racing Technology. The hood is composed of a honey-comb core sandwiched between two layers of carbon fibre matching the rigidity but splitting the weight of a standard aluminum hood. The seats are everything you would expect. The front seats that is. Heavily bolstered, beautifully finished and made of the same carbon structural technology. The rear seats are something of an oddity. Never would I expect any attention to be paid to your back seat drivers, especially of a purpose-built model like this one. The sedan, traditionally being a 5-passenger vehicle, now only seats 4. Ditched is the rear bench in favour of 2 bolstered passenger seats. Considerable weight savings can also be attributed to a new lightweight titanium exhaust system and weight-optimized sound deadening throughout the car. Lightweight brakes are finally something to brag about, both because of their light weight and good looks. 

            

FUN FACT:  BMW is the leading auto manufacturer when it comes to carbon fibre. They demonstrated their lead by achieving an early stake in a leading carbon fibre manufacturer in Germany. Since then the rate of increase in their stake is only paralleled by the consumer demand for carbon fibre and BMW's need for it in production vehicles and motorsport. 

      

            At the end of the day you have an M3 sedan that is almost 10% more powerful and weighs 100lbs less and an improved power-to-weight ratio of 7.6lbs/hp, a 15.5% improvement over stock. A sedan has always been known to be more practical than a coupe and the M3 CRT is no different  when compared to the  GTS. The GTS benefits from a full roll cage, rear seat deletion, along with the deletion of the climate control system and radio. These features (or lack of features I suppose) never found their way into the sedan. However, BMW claims that if items like this are considered, the real weight savings is about 155lbs. When you stack the improved power-to-weight ratio with the increased rigidity you are left with quite a potent combination. In terms of production cars this was BMW M's last hurrah with the E9X generation with a nod to the saloon and a big nod to Motorsport. Needless to say all 67 units are already spoken for. But don't dare shed a tear unless you have over $180,000 laying around...

Press launch video. 

Pictures of assembly at BMW M

The New M5: Raising Pulses and Awareness

                 BMW is certainly turning up the suspense with the upcoming F10 M5. As of late we have been seeing more and more of BMW's pre-production model donning the camouflage wrap. Most recently, we've been teased with a couple short videos offering a couple neck-breaking glimpses of the latest addition to the M family. The M5 has been long awaited since the end of the production of the E60 for two reasons. First, petrol-heads couldn't wait to see how BMW would outdo themselves creating something that is supposed to top a supercar-eating V10-powered super saloon. Secondly, the F10 generation of 5 series is a mark of the end of the reign of Chris Bangle, the hotly debated BMW Design Chief responsible for approving some controversial designs we know today as the E60 5 series and E65/66 7 series. Some of his designs were more critically acclaimed than others but he did serve as the scapegoat for a decade of design full of "Bangle-butt" and flame surfacing. Purists definitely had their fingers crossed with the new 5 series in hopes that it will return to a design language that feels more BMW. If the 2011 5 series is any indication, the M-ed out version is not likely to disappoint. 

                 A big part of the suspense can be lent to the view that the M5 has reached a plateau of sorts. Take the engine for instance; it has always increased in size, arrangement and power. We started in 1984 (E28) with a 256hp 3.5L inline-6. The next generation (E34) sported an engine of the same size but with power tuned up to 315hp. Then BMW really got peoples attention with the next M5 boasting a 5.0L V8 churning out 394hp. Just when we caught our breath 5 years later in 2006 BMW unleashed a10-cylinder freight train of an M5. Having experienced this delightful progression, I can't help but be left to wonder how BMW will create a car that is more exciting and more M than it's predecessors. Right now at BMW "twin-turbo" is the magic word. Sounds like a good start to me.

The Stick: Enjoy it while it lasts...

A traditional manual transmission is to an enthusiast what the Colt was to a Civil War soldier. Most of our fathers and our fathers’ fathers were raised with a third pedal and drove it proudly. But as life and the industry would have it, the transmission was improved and redesigned over decades to more powerful and efficient levels. Advanced sequential transmissions, like the M-DCT found in the current M3, can shift faster and take more punishment; why not opt for it? You don`t have to agree but the reason purists prefer the stick is for the communication between driver and car. Manning a shifter engages the driver and offers more personal control of the vehicle’s power. The more the driver is engaged, the more ultimate the driving experience. News that the F10 M5 is experiencing difficulty making a manual gearbox that can take the punishment the 550+hp engine delivers, we may see the death of a legendary gearbox that lived through generations of M. Let’s hope the next M3 will not follow suit. But if the all-new 1 series M is any testament, being available only with a 6-speed, we can rest assured that BMW will keep it around as long as they can.

BMW E90 M3 to be Fond Memory and Collector's Choice

            Some enthusiasts were heartbroken to discover that BMW had abandoned the M3 sedan concept for the E46 generation (2001-2006). The official excuse was simply that the sales figures did not encourage a newer version. It was not necessarily an uproar but more of a disappointment. And after 6 years of significant scolding BMW announced the reintroduction of the 4-door M3 for the current E90 platform. Bimmer fans rejoiced (at least this one did). And why not? BMW’s M division has always been about pedigree. In the ‘90s it was the E36 sedan that was preferred over the coupe in Touring Car Championships for better rigidity and weight distribution. With BMW announcing again that it will axe the M3 sedan and the naturally aspirated V8 for the upcoming F30 platform (and for the same reason as before) the current E90 M3 becomes even more special than ever. These announcements don’t indicate a similar offering in the foreseeable future. That’s why if you’ve got one of these, treasure it like the gem that it is. If you don’t have one, get used it because less than 20,000 left BMW M’s factory in Munich.

BMW and Turbo's synonymous once again

            In the coming years this writer feels that history will repeat itself with our favourite Bavarian automaker. Briefly think back to those days of yesteryear when the grandfather to the M3, the 2002 Turbo, was at the top of its class and the height of its popularity. It was the Turbo that led it to the head of the pack in terms of performance. Tomorrow will be no different. With BMW introducing its 4-cylinder turbocharged powerplant, the German automaker is one step closer to having an entire North American line-up with forced induction. This new engine will debut in the X1 and is rumoured to replace BMW’s smaller 6-cylinder offering in the 1 and 3 series. We’ve already been blown away by the potential of the 3.0L twin turbo that debuted in the 135i and 335i and available in the current 535i. Even the most current line of M engines feature a twin turbocharged 4.4L V8. The 7 series follows suit with every model featuring a turbocharged engine. Stricter future EPA regulations and rising prices at the pump are among the culprits. But fret not Bimmer fans; if the past is to repeat itself as it often does, we have nothing to worry about.