Bmw m3 gtr beats a powerful heart a four-litre V8 engine delivering more than 400 bhp. This short-stroke, high-speed unit
Beneath the beefy silhouette of the M3 GTR beats a powerful heart: a four-litre V8 engine delivering more than 400 bhp. This short-stroke, high-speed unit epitomizes the tradition of M power and is compact enough to fit into the M3. This engine is very different from the V8 found in the M5 and has yet to been seen in any E46 road car.
In accordance with the regulations of the Automobil Club de l'Ouest (A.C.O.), which also organizes the Le Mans 24 Hours, BMW Motorsport was planning on building a limited production run of road-ready M3 GTRs. The motivation behind this would be to satisfy homologation regulations which stated at least one road going version needed to be sold.
In accordance with the regulations of the Automobil Club de l'Ouest (A.C.O.), which also organizes the Le Mans 24 Hours, BMW Motorsport was planning on building a limited production run of road-ready M3 GTRs. The motivation behind this would be to satisfy homologation regulations which stated at least one road going version needed to be sold.
After decimating the competition in the GT class, Porsche complained the BMW car was streching the rules too far. The ACO coincided with Porsche and changed the rules such that the BMW would need an additional 100 lbs of weight and 20% larger air restrictors or make 1000 road going examples. Sadly, by attempting to make the GT class comptetative, the ACO have driven BMW away from GT motorsport in 2002.
The third car road-going version produced 192 bhp (143 kW; 195 PS) (catalyzed model) and 197.3 bhp (147 kW; 200 PS) (non-catalyzed model). Evolution models (not sold in North America) continued with 2.3 liters but adopted a number of changes including a revised intake camshaft profile and modified exhaust camshaft timing, increased compression, and a more efficient cylinder head intake port design. Larger diameter exhaust header tubes along with the lack of a catalyst contributed to produce approximately 220 hp (160 kW). Other Evolution model changes included larger wheels (16 X 7.5 inches), thinner rear and side window glass, a lighter bootlid, a deeper front spoiler and additional rear spoiler.[1] Later the Sport Evolution model production run of 600 (sometimes referred as Evolution III) increased engine displacement to 2.5 L and produced 238 hp (177 kW; 241 PS). Sport Evolution models had higher lift intake and exhaust camshafts, enlarged front fender openings and an adjustable multi-position front splitter and rear wing. Brake cooling ducts were installed in place of front foglights. An additional 786 convertibles were also produced.
To keep the car competitive in racing following year-to-year homologation rules changes, homologation specials were produced. Homologation rules roughly stated that the race version must reflect the street car aerodynamically and in engine displacement. These include: the Evo 1, Evo 2, and Sport Evolution some of which featured less weight, improved aerodynamics, taller front fender arches (Sport Evolution; to further facilitate 18-inch (460 mm) wheels in DTM), brake ducting, and more power. Other limited-production models (based on evolution models but featuring special paintwork and/or unique interior schemes commemorating championship wins) include the Europa, Ravaglia, Cecotto, and Europameister.
Production of the original E30 M3 ended in early 1992.
The E36 M3 debuted in February, 1992 and was in the dealers' showrooms in November that year; it was the first M3 powered by a six-cylinder engine, displacing 2990 cc and developing 286 PS (210 kW; 282 hp). Initially available as a coupé only, BMW introduced M3 convertible/cabriolet and saloon/sedan versions in 1994, the absence of any M5 models in the BMW line-up between the end of e34 M5 production in 1995 and the launch of the e39 M5 in 1998 prompting the introduction of the four door Motorsport model. The E36 is also the first M3 to be built in right-hand drive.
Also in 1994, BMW produced the limited-edition M3 GT as a racing homologation special; all GTs were British Racing Green and featured an upgraded 295 PS (217 kW; 291 hp) 3.0 liter engine. 350 GTs were built.[2]
In September and November, 1995, the M3 coupé and sedan, respectively, were upgraded to a 321 PS (236 kW; 316 hp) 3.2 liter inline-6. At the same time, the cars received clear indicator lenses, new wheels and a 6-speed gearbox. The convertible did not receive these changes until February 1996.[3]
The majority of E36 M3s were produced at the Regensburg factory, however a small number of detuned right hand drive M3s were assembled at BMW's Rosslyn plant in Pretoria, South Africa.[4] In total, 46,525 coupés, 12,114 Cabriolets and 12,603 saloons were produced. Saloon production ended in December, 1997; the coupé ceased production in late 1998; and the Cabriolet in December, 1999
The first E36 M3 to be imported to the United States was the 1995 model, which received a 3.0 L 24-valve DOHC inline-six engine with 240 bhp (179 kW; 243 PS) and 305 N·m (225 lb·ft) (S50B30US), a different suspension setup and a 0-60 mph (97 km/h) time in about six seconds. It was available with 5-speed manual and automatic transmissions.
A CSL (Lightweight) M3 was produced in limited numbers for the 1995 model year:
The 1996–1999 model years had displacement bumped up to 3.2 L, still with 240 bhp (179 kW; 243 PS) , but torque increases to 320 N·m (240 lb·ft) which is the same S52B32US engine used in the early M Roadster and M Coupe. The manual gearbox remains a 5-speed despite the European versions being upgraded to 6-speed. It was also available as a sedan starting in model year 1997, and as convertible in 1998. Production of the sedan was halted in 1998, while the other models continued until 1999.
US sales figures include a total of 18,961 coupes, 7,760 sedans and 6,211 convertibles.
In 1994 agreements existed between Canada and several countries in Europe which allowed any car authorized in one participating country to legally be sold in any of the others.[citation needed] Though BMW had unveiled the next generation E36 M3 in Europe in 1992, the company felt that the production version would need to be priced much higher for export to North America than the market would allow. While the engineers worked on a less expensive North American version of the E36 M3, BMW Canada seized the window of opportunity: 45 numbered European specification M3 coupes were specially produced and imported into Canada.
Even with a base price of $59,900 (a substantial sum for the day given that the standard equipment list did not include forged lightweight wheels, air conditioning, a sunroof or even metallic paint), all 45 cars were spoken for in 3 days. Unlike the other special versions of the E36 M3, buyers were free to choose any colors and options they wanted on their cars. The cars all came equipped with the 286 PS (210 kW; 282 hp) 3.0 L inline 6 cylinder engine, vented brakes with floating rotors, glass headlights and other European standard equipment. They were initially delivered to Toronto, then shipped all across the country to the dealerships where they were ordered.
Canada would not see another E36 M3 for sale until two years later, when BMW finally made the American versions of the 1997 M3 available for sale. Forty five Euro-Spec Canadian Edition cars were built, each one having a numbered engraved plaque in both the glovebox and the custom leather case which holds the owners manuals. Only the Australian M3-R was built in lower number
n 1995, BMW relented and began building batches of the M3 LTW at BMW Individual. Upon completion they were sent to Prototype Technology Group (PTG) Racing in Virginia for final preparation, which included the front and rear Motorsport flag decals, and "trunk goodies." In the trunk there was a different oil pan with dual pick up oil pump, longer oil dipstick tube, front strut bar, lower x brace that owners could install at the risk of voiding the standard BMW warranty. The car also came with the normal M3 low wing mounted but most dealers installed the special high wing when prepping the car for sale. An adjustable front lower lip/spoiler was installed. Each new owner was given a 1 page legal document to sign stating that any installation of trunk items voided the new car warranty. The ECU had the top speed limiter removed which resulted in a drag induced top speed. Forged 17" alloy wheels, 7½" wide in the front and 8½" wide in the rear, mounted with identically sized 235/40-17 tires front and rear were an additional difference from the standard 17" × 7½" cast alloy wheels mounted with 235/40-17 tires on standard M3s. A 3.23 rear differential was installed vs the normal 3.15 installed in 1995 model year M3's.[8]
Although BMW promised to build at least 85 examples, BMW never released the number of M3 LTWs built, and because of the peculiar assembly line, to this day may not be known. However, enthusiasts now believe that there exist approximately 120 models.
The first two cars, which were used as press cars, are not technically M3 LTWs as they were regular production M3s that PTG made similar in appearance to the not-yet-built LTW. After press duties, those two cars were brought back into the PTG stable
The M3 Evolution Imola Individual was a limited-edition (200 units for Europe with part VIN WBACB5103-AN307--, 50 for the United Kingdom) car sometimes referred to as the M3 GT2. The engine and performance characteristics of the car were unchanged from the 1996+ euro M3, and a special exterior and interior color combination was once again chosen by BMW; Imola red (405) paint with Nappa leather & Amaretto seats in Imola red and anthracite seats. It also included side airbags, the M3 GT Class II rear spoiler, front class II corner spoiler extensions, electric seats, and double-spoke polished alloy wheels.
Prior to the release of the Imola Individual there was a pre-production model made which was used as the basis of the special edition, it featured the Class II front and rear spoilers, special order Imola red Paint, special order Nappa + Anthracite Amaretta interior, SMG gearbox, GSM Phone Kit, headlamp washers and double-spoke polished alloy wheels.
This car is believed to be the car BMW used for the Imola individual advertising though not officially confirmed. The car was professionally converted to a 6 speed manual in June 2010 when the SMG Gearbox failed.
Fifteen M3s were ordered by BMW Australia in 1994 to race in the Australian Super Production series. All were delivered to Tony Longhurst Racing for final preparation by the Frank Gardner run team. Eleven were made available to the general public, (who have to possess a CAMS license to be allowed to buy one), four were retained for the race series, the M3-R had locally sourced King springs fitted to Group N adjustable struts and rear perches, AP racing twin plate clutch and four piston brake calipers, dual pickup sump, an oil restrictor in the head, A C Schnitzer cams, a 3.25:1 ratio medium case diff and M5 driveshaft, cold air snorkel into air filter box replacing left hand fog light, non functional rear seat, air conditioner delete and more aggressive tune, GT front splitter and rear spoiler with extensions and gurney strips. this was the most powerful production E36 made with 240 kW (326 PS; 322 hp). a bolt in FIA approved roll cage was also a factory option (locally produced by Dencar) there were several differences between the cars depending on customer requirements, early numbers had non staggered BBS wheels, later had staggered BBS wheels (individually numbered plaque fitted to centre console below emergency brake lever)
The E46 M3, first introduced in October, 2000, appeared worldwide with the new 3.2 L S54 M-tuned engine. At the time of the car's introduction, this engine had the highest specific output naturally aspirated engine ever made by BMW (except in the McLaren F1), producing 343 horsepower (256 kW) and 365 N·m (269 lb·ft). It was only available in coupe and convertible bodies as the sedan version was dropped.
The E46 M3 was offered with a standard 6-speed Getrag transmission, but optionally came with a SMG drivelogic transmission (also known as the SMG II). This is the standard 6-speed Getrag transmission with an electrohydraulically actuated clutch pedal. Shifts are made via the SMG gear knob or the steering wheel mounted paddle shifters. The engine had a redline of 8,000 rpm. As with most M engines, the S54 again had 6 independent throttle bodies and this time electronically operated throttles (drive-by-wire throttle with no cable).
In the U.S., the E46 M3 came with similar engine output as the European version, unlike in the E36, whose engine was derived from the M50/52 series engine. Power was now at 333 bhp (248 kW; 338 PS) due to close-coupled catalytic converters closer to the engine exhaust ports. In 2009, Road and Track magazine announced the 2006 M3 with the SMG transmission as its
Few race cars enjoy the reversal of fortune that BMW's M3 enjoyed over the past two seasons of the American Le Mans Series (ALMS). In 2000, the M3 race car, which is known as the M3 GTR and races in the GT class, won only once and was trounced by its chief rival, the Porsche 911. But BMW roared back in 2001, winning six of the eight races and taking the manufacturers' championship and the drivers' crown for pilot Jörg Müller. It was an extraordinary feat considering Porsches outnumbered BMWs four to one at most races. What BMW did was replace the M3 GTR's six-cylinder engine with a V-8, which spelled more low-end grunt. A little history explains why the engine swap was beneficial. By the end of the 2000 season, the 3.2-liter six had reached a horsepower plateau after six years. The problem was the rule-mandated intake restrictor plate with its 1.7-inch-diameter hole to reduce the amount of air that enters the engine. As an engine spins faster and needs more air, the restrictor's effectiveness increases. And how! Think of breathing through a straw: You can take regular breaths through it easily enough, but start exercising and breathing hard, and suddenly, getting air into and out of that straw is tough. In the GT class, the restrictor makes a smaller, high-revving engine less effective than one with more displacement and low-end torque. Because of the bore spacing of the BMW six, the engine could not grow beyond 3.2 liters. Porsche's flat-six displaces 3.6 liters. The rules said that even though the Porsche displaced about 400 more cubic centimeters it must use the same 1.7-diameter restrictor as the BMW. Same size straw, but the Porsches had a bigger engine and, according to BMW, a huge advantage. The M3's V-8 is not a version of the engine that powers BMW street cars. It's a racing motor designed by the same BMW Motorsport branch that built the engine many believe was the most powerful Formula 1 engine in 2001, the BMW V-10. The V-8 has an aluminum block and heads, four cams, four valves per cylinder, and port fuel injection. Its 4.0-liter displacement is a huge increase over the old six's. BMW claims the new engine makes 444 horsepower, 42 more than the suspiciously low 402 figure Porsche quotes for its 911 GT3 race car and 24 more than the six-cylinder M3 racer made. The big difference is torque: BMW's V-8 makes 354 pound-feet, the Porsche 911 makes 281. A six-speed nonsynchro gearbox transmits power though a limited-slip rear differential to 11.4-inch-wide Yokohama racing slicks. The V-8 M3 uses the same basic chassis as the six. As the rules require, it's based on the stock M3 body shell. But by the time BMW has added safety-cage bars, new suspension bits, carbon-fiber bodywork, front and rear wings, and a data-acquisition system, the GTR is far closer to a purpose-built race car than a street car. We were invited for a ride at Sebring by one of the two BMW teams, Team PTG. We realized just how racy this Bimmer is as soon as we tried to get it moving. The clutch is a five-inch carbon disc that presses on a flywheel that's "only large enough to fit the clutch," says the large and imposing PTG president, Tom Milner. With such a small, light flywheel, the engine feels as if it were jacked up on amphetamines, instantly responding to prods of the accelerator. To get under way, you either do a kamikaze clutch drop or you delicately brush the throttle as you slowly release the clutch pedal. We managed to crawl out of the pits without stalling and then spent the next few laps puttering around for the photographer. On lap three, we got on the gas and blasted down the front straight to Turn One. Only Al Gore groupies will fail to slobber all over the V-8. It screams. The crankshaft is of the single-plane variety, so the usual V-8 rumble is replaced by a high-pitched guttural snarl that rips. With gearing that tops out at 152 mph, the V-8 gets the car to 60 mph in 3.4 seconds, 1.3 seconds quicker than a street M3. The engine doles out power like a turbine—eerily smooth, so smooth that on the second turn, a low-speed second-gear right-hander, we went to full power too soon, expecting the silky power band to keep the tires hooked up. Auf wiedersehen! The rear tires lit up, and the car spun. The damage was limited to the ego, so we pressed on while keeping in mind Milner's little caution: "You crash my car, I kill you!" Spin aside, the GTR is a breeze to drive. In the turns, it's as grippy as driving on fly paper. We were unable to test on a skidpad, but in a slow turn that most replicated one, our VBOX recorded 1.2 g of lateral grip. In a high-speed turn, where downforce comes into play, we recorded 1.4 g. The very grippy street M3 manages just 0.87 g. Two things impressed: rock-solid stability at high speed and amazing brakes. Going 150 was absolutely serene. Plexiglass covers both window openings, so there's no wind buffeting. As in a video game, the only indication of speed is the scenery flashing by. As for the brakes, in every measure—feel, effort, and effectiveness—they were perfect. There's no power assist, yet the pedal isn't stiff. We never got used to their immense stopping power; we'd brake way too early and have to get back on the gas to go through the turn. As sweet as the M3 GTR is, it might have proved too dominant. Last November, the rule makers told BMW it had to build 50 V-8 M3s for the street by March or carry as much as a 220-pound weight penalty and a smaller restrictor. BMW says it's built one of the European-only $225,000 street M3 V-8s and can't meet the production deadline. BMW also claims the engine and weight handicaps would make the GTR so noncompetitive that it wouldn't bother racing the car. As of this writing, BMW hadn't announced its plans for the 2002 season. Although this rules battle sounds like typical racing politics, we'd hate to see the V-8 GTR parked next season
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beats a powerful heart: a four-litre V8 engine delivering more than 400 bhp. This short-stroke, high-speed unit Bmw m3 gtr
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In accordance with the regulations of the Automobil Club de l'Ouest (A.C.O.), which also organizes the Le Mans 24 Hours, BMW Motorsport was planning on building a limited production run of road-ready M3 GTRs. The motivation behind this would be to satisfy homologation regulations which stated at least one road going version needed to be sold.
In accordance with the regulations of the Automobil Club de l'Ouest (A.C.O.), which also organizes the Le Mans 24 Hours, BMW Motorsport was planning on building a limited production run of road-ready M3 GTRs. The motivation behind this would be to satisfy homologation regulations which stated at least one road going version needed to be sold.
After decimating the competition in the GT class, Porsche complained the BMW car was streching the rules too far. The ACO coincided with Porsche and changed the rules such that the BMW would need an additional 100 lbs of weight and 20% larger air restrictors or make 1000 road going examples. Sadly, by attempting to make the GT class comptetative, the ACO have driven BMW away from GT motorsport in 2002.
The third car road-going version produced 192 bhp (143 kW; 195 PS) (catalyzed model) and 197.3 bhp (147 kW; 200 PS) (non-catalyzed model). Evolution models (not sold in North America) continued with 2.3 liters but adopted a number of changes including a revised intake camshaft profile and modified exhaust camshaft timing, increased compression, and a more efficient cylinder head intake port design. Larger diameter exhaust header tubes along with the lack of a catalyst contributed to produce approximately 220 hp (160 kW). Other Evolution model changes included larger wheels (16 X 7.5 inches), thinner rear and side window glass, a lighter bootlid, a deeper front spoiler and additional rear spoiler.[1] Later the Sport Evolution model production run of 600 (sometimes referred as Evolution III) increased engine displacement to 2.5 L and produced 238 hp (177 kW; 241 PS). Sport Evolution models had higher lift intake and exhaust camshafts, enlarged front fender openings and an adjustable multi-position front splitter and rear wing. Brake cooling ducts were installed in place of front foglights. An additional 786 convertibles were also produced.
To keep the car competitive in racing following year-to-year homologation rules changes, homologation specials were produced. Homologation rules roughly stated that the race version must reflect the street car aerodynamically and in engine displacement. These include: the Evo 1, Evo 2, and Sport Evolution some of which featured less weight, improved aerodynamics, taller front fender arches (Sport Evolution; to further facilitate 18-inch (460 mm) wheels in DTM), brake ducting, and more power. Other limited-production models (based on evolution models but featuring special paintwork and/or unique interior schemes commemorating championship wins) include the Europa, Ravaglia, Cecotto, and Europameister.
Production of the original E30 M3 ended in early 1992.
The E36 M3 debuted in February, 1992 and was in the dealers' showrooms in November that year; it was the first M3 powered by a six-cylinder engine, displacing 2990 cc and developing 286 PS (210 kW; 282 hp). Initially available as a coupé only, BMW introduced M3 convertible/cabriolet and saloon/sedan versions in 1994, the absence of any M5 models in the BMW line-up between the end of e34 M5 production in 1995 and the launch of the e39 M5 in 1998 prompting the introduction of the four door Motorsport model. The E36 is also the first M3 to be built in right-hand drive.
Also in 1994, BMW produced the limited-edition M3 GT as a racing homologation special; all GTs were British Racing Green and featured an upgraded 295 PS (217 kW; 291 hp) 3.0 liter engine. 350 GTs were built.[2]
In September and November, 1995, the M3 coupé and sedan, respectively, were upgraded to a 321 PS (236 kW; 316 hp) 3.2 liter inline-6. At the same time, the cars received clear indicator lenses, new wheels and a 6-speed gearbox. The convertible did not receive these changes until February 1996.[3]
The majority of E36 M3s were produced at the Regensburg factory, however a small number of detuned right hand drive M3s were assembled at BMW's Rosslyn plant in Pretoria, South Africa.[4] In total, 46,525 coupés, 12,114 Cabriolets and 12,603 saloons were produced. Saloon production ended in December, 1997; the coupé ceased production in late 1998; and the Cabriolet in December, 1999
The first E36 M3 to be imported to the United States was the 1995 model, which received a 3.0 L 24-valve DOHC inline-six engine with 240 bhp (179 kW; 243 PS) and 305 N·m (225 lb·ft) (S50B30US), a different suspension setup and a 0-60 mph (97 km/h) time in about six seconds. It was available with 5-speed manual and automatic transmissions.
A CSL (Lightweight) M3 was produced in limited numbers for the 1995 model year:
The 1996–1999 model years had displacement bumped up to 3.2 L, still with 240 bhp (179 kW; 243 PS) , but torque increases to 320 N·m (240 lb·ft) which is the same S52B32US engine used in the early M Roadster and M Coupe. The manual gearbox remains a 5-speed despite the European versions being upgraded to 6-speed. It was also available as a sedan starting in model year 1997, and as convertible in 1998. Production of the sedan was halted in 1998, while the other models continued until 1999.
US sales figures include a total of 18,961 coupes, 7,760 sedans and 6,211 convertibles.
In 1994 agreements existed between Canada and several countries in Europe which allowed any car authorized in one participating country to legally be sold in any of the others.[citation needed] Though BMW had unveiled the next generation E36 M3 in Europe in 1992, the company felt that the production version would need to be priced much higher for export to North America than the market would allow. While the engineers worked on a less expensive North American version of the E36 M3, BMW Canada seized the window of opportunity: 45 numbered European specification M3 coupes were specially produced and imported into Canada.
Even with a base price of $59,900 (a substantial sum for the day given that the standard equipment list did not include forged lightweight wheels, air conditioning, a sunroof or even metallic paint), all 45 cars were spoken for in 3 days. Unlike the other special versions of the E36 M3, buyers were free to choose any colors and options they wanted on their cars. The cars all came equipped with the 286 PS (210 kW; 282 hp) 3.0 L inline 6 cylinder engine, vented brakes with floating rotors, glass headlights and other European standard equipment. They were initially delivered to Toronto, then shipped all across the country to the dealerships where they were ordered.
Canada would not see another E36 M3 for sale until two years later, when BMW finally made the American versions of the 1997 M3 available for sale. Forty five Euro-Spec Canadian Edition cars were built, each one having a numbered engraved plaque in both the glovebox and the custom leather case which holds the owners manuals. Only the Australian M3-R was built in lower number
n 1995, BMW relented and began building batches of the M3 LTW at BMW Individual. Upon completion they were sent to Prototype Technology Group (PTG) Racing in Virginia for final preparation, which included the front and rear Motorsport flag decals, and "trunk goodies." In the trunk there was a different oil pan with dual pick up oil pump, longer oil dipstick tube, front strut bar, lower x brace that owners could install at the risk of voiding the standard BMW warranty. The car also came with the normal M3 low wing mounted but most dealers installed the special high wing when prepping the car for sale. An adjustable front lower lip/spoiler was installed. Each new owner was given a 1 page legal document to sign stating that any installation of trunk items voided the new car warranty. The ECU had the top speed limiter removed which resulted in a drag induced top speed. Forged 17" alloy wheels, 7½" wide in the front and 8½" wide in the rear, mounted with identically sized 235/40-17 tires front and rear were an additional difference from the standard 17" × 7½" cast alloy wheels mounted with 235/40-17 tires on standard M3s. A 3.23 rear differential was installed vs the normal 3.15 installed in 1995 model year M3's.[8]
Although BMW promised to build at least 85 examples, BMW never released the number of M3 LTWs built, and because of the peculiar assembly line, to this day may not be known. However, enthusiasts now believe that there exist approximately 120 models.
The first two cars, which were used as press cars, are not technically M3 LTWs as they were regular production M3s that PTG made similar in appearance to the not-yet-built LTW. After press duties, those two cars were brought back into the PTG stable
The M3 Evolution Imola Individual was a limited-edition (200 units for Europe with part VIN WBACB5103-AN307--, 50 for the United Kingdom) car sometimes referred to as the M3 GT2. The engine and performance characteristics of the car were unchanged from the 1996+ euro M3, and a special exterior and interior color combination was once again chosen by BMW; Imola red (405) paint with Nappa leather & Amaretto seats in Imola red and anthracite seats. It also included side airbags, the M3 GT Class II rear spoiler, front class II corner spoiler extensions, electric seats, and double-spoke polished alloy wheels.
Prior to the release of the Imola Individual there was a pre-production model made which was used as the basis of the special edition, it featured the Class II front and rear spoilers, special order Imola red Paint, special order Nappa + Anthracite Amaretta interior, SMG gearbox, GSM Phone Kit, headlamp washers and double-spoke polished alloy wheels.
This car is believed to be the car BMW used for the Imola individual advertising though not officially confirmed. The car was professionally converted to a 6 speed manual in June 2010 when the SMG Gearbox failed.
Fifteen M3s were ordered by BMW Australia in 1994 to race in the Australian Super Production series. All were delivered to Tony Longhurst Racing for final preparation by the Frank Gardner run team. Eleven were made available to the general public, (who have to possess a CAMS license to be allowed to buy one), four were retained for the race series, the M3-R had locally sourced King springs fitted to Group N adjustable struts and rear perches, AP racing twin plate clutch and four piston brake calipers, dual pickup sump, an oil restrictor in the head, A C Schnitzer cams, a 3.25:1 ratio medium case diff and M5 driveshaft, cold air snorkel into air filter box replacing left hand fog light, non functional rear seat, air conditioner delete and more aggressive tune, GT front splitter and rear spoiler with extensions and gurney strips. this was the most powerful production E36 made with 240 kW (326 PS; 322 hp). a bolt in FIA approved roll cage was also a factory option (locally produced by Dencar) there were several differences between the cars depending on customer requirements, early numbers had non staggered BBS wheels, later had staggered BBS wheels (individually numbered plaque fitted to centre console below emergency brake lever)
The E46 M3, first introduced in October, 2000, appeared worldwide with the new 3.2 L S54 M-tuned engine. At the time of the car's introduction, this engine had the highest specific output naturally aspirated engine ever made by BMW (except in the McLaren F1), producing 343 horsepower (256 kW) and 365 N·m (269 lb·ft). It was only available in coupe and convertible bodies as the sedan version was dropped.
The E46 M3 was offered with a standard 6-speed Getrag transmission, but optionally came with a SMG drivelogic transmission (also known as the SMG II). This is the standard 6-speed Getrag transmission with an electrohydraulically actuated clutch pedal. Shifts are made via the SMG gear knob or the steering wheel mounted paddle shifters. The engine had a redline of 8,000 rpm. As with most M engines, the S54 again had 6 independent throttle bodies and this time electronically operated throttles (drive-by-wire throttle with no cable).
In the U.S., the E46 M3 came with similar engine output as the European version, unlike in the E36, whose engine was derived from the M50/52 series engine. Power was now at 333 bhp (248 kW; 338 PS) due to close-coupled catalytic converters closer to the engine exhaust ports. In 2009, Road and Track magazine announced the 2006 M3 with the SMG transmission as its
Few race cars enjoy the reversal of fortune that BMW's M3 enjoyed over the past two seasons of the American Le Mans Series (ALMS). In 2000, the M3 race car, which is known as the M3 GTR and races in the GT class, won only once and was trounced by its chief rival, the Porsche 911. But BMW roared back in 2001, winning six of the eight races and taking the manufacturers' championship and the drivers' crown for pilot Jörg Müller. It was an extraordinary feat considering Porsches outnumbered BMWs four to one at most races. What BMW did was replace the M3 GTR's six-cylinder engine with a V-8, which spelled more low-end grunt. A little history explains why the engine swap was beneficial. By the end of the 2000 season, the 3.2-liter six had reached a horsepower plateau after six years. The problem was the rule-mandated intake restrictor plate with its 1.7-inch-diameter hole to reduce the amount of air that enters the engine. As an engine spins faster and needs more air, the restrictor's effectiveness increases. And how! Think of breathing through a straw: You can take regular breaths through it easily enough, but start exercising and breathing hard, and suddenly, getting air into and out of that straw is tough. In the GT class, the restrictor makes a smaller, high-revving engine less effective than one with more displacement and low-end torque. Because of the bore spacing of the BMW six, the engine could not grow beyond 3.2 liters. Porsche's flat-six displaces 3.6 liters. The rules said that even though the Porsche displaced about 400 more cubic centimeters it must use the same 1.7-diameter restrictor as the BMW. Same size straw, but the Porsches had a bigger engine and, according to BMW, a huge advantage. The M3's V-8 is not a version of the engine that powers BMW street cars. It's a racing motor designed by the same BMW Motorsport branch that built the engine many believe was the most powerful Formula 1 engine in 2001, the BMW V-10. The V-8 has an aluminum block and heads, four cams, four valves per cylinder, and port fuel injection. Its 4.0-liter displacement is a huge increase over the old six's. BMW claims the new engine makes 444 horsepower, 42 more than the suspiciously low 402 figure Porsche quotes for its 911 GT3 race car and 24 more than the six-cylinder M3 racer made. The big difference is torque: BMW's V-8 makes 354 pound-feet, the Porsche 911 makes 281. A six-speed nonsynchro gearbox transmits power though a limited-slip rear differential to 11.4-inch-wide Yokohama racing slicks. The V-8 M3 uses the same basic chassis as the six. As the rules require, it's based on the stock M3 body shell. But by the time BMW has added safety-cage bars, new suspension bits, carbon-fiber bodywork, front and rear wings, and a data-acquisition system, the GTR is far closer to a purpose-built race car than a street car. We were invited for a ride at Sebring by one of the two BMW teams, Team PTG. We realized just how racy this Bimmer is as soon as we tried to get it moving. The clutch is a five-inch carbon disc that presses on a flywheel that's "only large enough to fit the clutch," says the large and imposing PTG president, Tom Milner. With such a small, light flywheel, the engine feels as if it were jacked up on amphetamines, instantly responding to prods of the accelerator. To get under way, you either do a kamikaze clutch drop or you delicately brush the throttle as you slowly release the clutch pedal. We managed to crawl out of the pits without stalling and then spent the next few laps puttering around for the photographer. On lap three, we got on the gas and blasted down the front straight to Turn One. Only Al Gore groupies will fail to slobber all over the V-8. It screams. The crankshaft is of the single-plane variety, so the usual V-8 rumble is replaced by a high-pitched guttural snarl that rips. With gearing that tops out at 152 mph, the V-8 gets the car to 60 mph in 3.4 seconds, 1.3 seconds quicker than a street M3. The engine doles out power like a turbine—eerily smooth, so smooth that on the second turn, a low-speed second-gear right-hander, we went to full power too soon, expecting the silky power band to keep the tires hooked up. Auf wiedersehen! The rear tires lit up, and the car spun. The damage was limited to the ego, so we pressed on while keeping in mind Milner's little caution: "You crash my car, I kill you!" Spin aside, the GTR is a breeze to drive. In the turns, it's as grippy as driving on fly paper. We were unable to test on a skidpad, but in a slow turn that most replicated one, our VBOX recorded 1.2 g of lateral grip. In a high-speed turn, where downforce comes into play, we recorded 1.4 g. The very grippy street M3 manages just 0.87 g. Two things impressed: rock-solid stability at high speed and amazing brakes. Going 150 was absolutely serene. Plexiglass covers both window openings, so there's no wind buffeting. As in a video game, the only indication of speed is the scenery flashing by. As for the brakes, in every measure—feel, effort, and effectiveness—they were perfect. There's no power assist, yet the pedal isn't stiff. We never got used to their immense stopping power; we'd brake way too early and have to get back on the gas to go through the turn. As sweet as the M3 GTR is, it might have proved too dominant. Last November, the rule makers told BMW it had to build 50 V-8 M3s for the street by March or carry as much as a 220-pound weight penalty and a smaller restrictor. BMW says it's built one of the European-only $225,000 street M3 V-8s and can't meet the production deadline. BMW also claims the engine and weight handicaps would make the GTR so noncompetitive that it wouldn't bother racing the car. As of this writing, BMW hadn't announced its plans for the 2002 season. Although this rules battle sounds like typical racing politics, we'd hate to see the V-8 GTR parked next season
Bmw m3 gtr
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