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1999 M3 Series Review

BMW M cars have long been recognized as the epitome of high performance and refinement. Building on BMW Motorsport's racing heritage, the long-awaited M3 is born of a tradition of innovative technology, sophisticated engineering and the determination to create one of the most exciting automobiles ever offered to Canadian driving enthusiasts.

The M3 was originally developed by BMW's racing department. BMW M cars reflect the synergy between BMW's racing heritage and production models built for daily use. As a result, the M3's motorsport successes and the numerous European and World Championship titles can now be enjoyed as a production car, available as coupe or sedan.

BMW's four-valve technology provides one of the highest specific torque and power outputs of any production engine worldwide. Exceptionally low gas-flow restrictions of the cylinder head ports guarantee optimized gas exchange, resulting in excellent low speed torque and "free-breathing" at high revs Engine management is provided by Digital Motor Electronics (DME), individual ignition coils, cylinder-selective knock control and VANOS variable camshaft control.

Digital Motor Electronics (DME) analyzes and then actually fine-tunes the engine hundreds of times a second. Each cylinder is constantly adjusted to maximum operating efficiency under virtually all conditions. DME even has many fail-safe programs: in the unlikely event of an electrical fault, it can reconfigure itself to bypass the problem. And DME has the incredible ability to diagnose itself for quick and efficient trouble-shooting.

VANOS is a combined hydraulic and mechanical camshaft control device managed by the car's DME engine management system. It operates on the inlet camshaft in accordance with engine speed and accelerator pedal position. At the lower end of the engine-speed scale, the inlet valves are opened later, which improves idling quality and smoothness. At moderate engine speeds, the inlet valves open much earlier, which boosts torque and permits exhaust gas recirculation inside the combustion chambers, so that fuel consumption and exhaust emissions are both reduced. Finally, at high engine speeds, inlet valve opening is once again delayed, so that full power can be developed.

The M3's suspension and steering systems are designed to provide important feedback to the driver, capitalizing on natural instincts. The result is an automobile that acts not as a separate entity, but as an extension of the driver's will. The heart of this system is the Central Link rear suspension,developed for BMW Z1 sports car. Its reinforced control arms and enhanced kinematics provide outstanding dynamic capabilities - flat, stable cornering and a smooth ride - even during aggressive handling maneuvers.

BMW's chassis engineers combined two approaches in the M3's steering: variable assist to help ease parking and low-speed maneuvers, and variable ratio rack-and pinion to achieve direct response characteristics.

4 Channel, 4 Sensor Anti-lock Braking System (ABS) and 4 wheel ventilated disk brakes guarantee a superb stopping power and ASC+T All Season Traction Control ,uniquely combined with a mechanical Limited Slip ensures more reliable traction and retention of the chosen line when accelerating in a straight line or on a corner. How does it work? ASC+T reduces engine torque as soon as a wheel tends to spin, for instance, on a sheet of ice. If this action is not sufficient to restore tire grip, the T function (traction control) takes over and the wheel brake is applied, provided that road speed is not above 100 km/h. Torque is reduced by the engine's own management system. In this way, ASC+T keeps the car as stable as possible on all surfaces and in critical driving situations. The system includes engine drag torque regulation, to prevent the driven wheels from locking momentarily on a slippery surface if the level of engine braking becomes too high.

Up to a speed of 40 km/h, traction control has the same effect as a conventional limited-slip differential. Since the left and right wheels can be braked independently, ASC+T is comparable to one of these devices with a locking action of almost 100 percent. But it can be switched off in unusual situations where complete suppression of wheel spin may be undesirable, for instance when rocking the car free on a soft, yielding surface.

Passive safety is represented by the crash sensor and the exceptionally rigid safety bodyshell with its programmed deformation zones at front and rear, side intrusion protection and special door anchors. which has proved its worth in innumerable actual tests and realistic accident simulations.

In the event of a frontal crash, the driver's and front passenger's airbags, which are standard equipment, greatly improve head and upper body protection. Standard side airbags enhance the overall level of occupant protection if the car is struck or hits an obstacle on either side.

BMW believes a driver should be confident and a fully functioning part of the automobile. And to make the driving experience as rewarding as possible, the M3 is designed so that controls, gauges and information panels are positioned to become an extension of the driver's arms, legs and eyes. As a result the driver's skills are optimized; instincts and reflexes are used to their fullest advantage.

The instrument panel curves in from the right for a true cockpit effect, putting everything directly at your fingertips and in open view. Important controls, such as windshield wipers, turn signals and headlights are placed in a primary zone near the steering wheel. Controls for heating and cooling and the sound system are in a secondary zone to the right. The M3's sophisticated monitoring and information systems keep the driver informed of a wide range of systems and functions, such as fluid levels, lights, brakes, or the need for servicing. And thanks to an electrostatic microfiltration system that filters dust and pollen, the air inside may actually be cleaner than the air outside.

Protection for your car against theft or joy-riding is assured to a previously unknown standard by the electronic immobilizer. This uses an electronically coded chip in the otherwise conventional ignition key. This transmits one of a hundred billion possible codes, which has to be identified correct before the engine can be started.