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Mike Sinclair16 Dec 2008
REVIEW

BMW E90 M3 Sedan

If you thought an extra set of doors might handicap BMW's finest, think again


BMW E90 M3 Sedan
 
Local Launch
Phillip Island
 
 
What we liked
>> Four-door versatility... Supercar performance
>> See also M3 Coupe review here 
 
Not so much
>> Pricing is aimed at competitors, not M3 buyers (see text)...
>> See also M3 Coupe review here 

 
Overall rating: 4.5/5.0
Engine/Drivetrain/Chassis: 4.5/5.0
Price, Packaging and Practicality: 4.5/5.0
Safety: 4.0/5.0
Behind the wheel: 4.5/5.0
X-factor: 5.0/5.0 
 
About our ratings
 
OVERVIEW
If you're expecting an extra set of doors and a modest increase in mass to have dulled the edge of BMW's M3, then think again. At the risk of making this a very short launch review, the four-door version of BMW's most desirous performance car gives nothing away to its coupe stablemate.
 
Zero. Nada. Zilch. Nothink!
 
The first official four-door M3 to be sold Down Under, the E90 variant arrives last to market into a 'super sedan' segment that boasts a high-horsepower pocket battleship Benz and Lexus' first true high-performance four-door.
 
In answer, the Beemer's armed to the teeth with an almost identical mechanical package to the two-door. It would have been identical but for some product planning decisions that see the four-door version 'de-specced' to better reflect its key competitors on price.
 
We're confident the M3 can handle itself in its ex-catalog trim. Re-equipped to the same levels as the two-door, the others won't see which way it went -- both in terms of pure performance and real-world usability.
 
 
PRICE AND EQUIPMENT
At first glance the four-door M3 arrives Down Under almost $18K less ($17,901 to be exact) than its coupe counterpart. Priced at $145,000 (compared to $162,901 for the two-door), the M3 Sedan is also just a few hundred dollars more than the $144,365 Mercedes-Benz C63 AMG. Lexus' entrant into this power tussle, on the other hand, is a substantial $15K-plus cheaper than both Germans, priced at $129,000.
 
Though BMW initially tried to palm off this pricing as reflecting its "typical [3 Series] sedan-to-coupe price premium", a closer examination of the spec sheets shows the Bavarian backroom boys have cleverly shifted some of the 'unique-to-M3' features from the standard to optional column in the move from coupe to sedan.
 
We'll run through the M3s' shared standard specification below. In the meantime the three key items that separate sedan from coupe are M Drive, Electronic Damper Control and a sunroof (the latter electrically-operated sliding glass unit is offered as a no cost option on the coupe, but requires the purchaser to forego the two-door's signature lightweight carbon roof). Priced at $3500, $4000 and $2920 respectively, the 'extras' take the specification-matched four-door's price to $155,420 -- $7481 less than the two-door.
 
BMW has defended this tactical 'de-contenting' of the M3 Sedan as a decision made to align the M3 Sedan specification more closely with its key competitors -- in particular, the Mercedes.
 
According to BMW, M Drive and EDC are features only the M3 can offer. It claims replicating the two-door's equipment list in the sedan would have disadvantaged the car in a straight dollar-for-dollar comparison.
 
Along the way, it also points out that Mercedes charges a hefty $5826 extra to fit a limited slip differential to the C63. The M3 (sedan and coupe) on the other hand features M Differential Lock standard on all models.
 
The above qualifiers not withstanding, the E90/E92/E93 are definitely the most luxurious M3s ever and come comprehensively equipped. Top-end audio/video and satnav systems with USB and Bluetooth connectivity are standard, as is classy leather upholstery (in a range of colours), heated front memory sport seats and all the powered bells and whistles you'd expect.
 
All M3 models also offer keyless access and start (though the IS F delivers this feature it's $1812 extra on the AMG). Other inclusions in the M3 kitbag include alarm, rain and dusk sensing wipers and bi-xenon headlamps, interior and exterior convenience lighting packages, a choice of timber, metallic or carbon-weave leather interior trims and, unlike almost every other luxo under the sun, metallic paint!
 
Befitting the sedan's added flexibility BMW even includes a load through package with skibag. This is a $370 option on the coupe.
 
Aside from the M Drive et al (listed above), the major options listed for the M3 sedan are BMW Individual premium audio system ($2000), a leather upgrade ($2450) and 19-inch 'M' forged alloy wheels ($4000). If you must tick every box, you can also choose from an electrically-powered rear roller blind ($620), manual rear window shades ($450) and a 'climate comfort' windscreen ($370).
 
It almost goes without saying the M3 sedan comes fully-equipped in terms of safety equipment (see SAFETY below) and dynamic aids. The lack of M Drive means the stability/traction control system does not get the track-friendly M Dynamic mode, though the remaining two-mode system is switchable. 
 
The standard pricing of the M3 is for the six-speed manual. Like the coupe, the sedan offers the option of BMW's excellent seven-speed M-DCT dual clutch sequential automated manual transmission. At $7300 it's not cheap, but flicking up and down the gears effortlessly (and rapidly) on your favorite racer road or track makes the price of admission seem worth it.
 
 
MECHANICAL
The M3 Sedan draws the lion's share of its mechanicals with the M3 Coupe. It also shares a number of body parts -- the nose of the M3 coupe is grafted directly onto the M3 Sedan. This in its own right separates the M3 from 'normal' 3 Series sedans.
 
Like the coupe, most of the changes happen under the skin, however -- way under. The body benefits from the same sort of beefing up around the suspension mounting points as the coupe, and (a la M3 coupe) the sedan's suspension shares just one single component with the donor 3 Series four door -- the rear track control arm. Most components are fashioned using aluminium.
 
The 8400rpm 4.0-litre V8 engine, drivetrain and braking systems are also carried over from the coupe. They haven't been touched -- nor did they need to be.
 
Rather than regurgitate the whole mechanical story here, check out our M3 Coupe launch review here for a full mechanical rundown. While you're at it you can read more about the optional M-DCT transmission here.
 
As we noted above, the sedan does not get M Drive, nor Electronic Damper Control as standard. The absence of  M Drive means no M Dynamic setting for the car's standard traction/stability control (as well as the inability to use the iDrive system to individually 'tune' some other aspects of the car's set-up) ,while no EDC means the dampers are set at the 'normal' default setting.
 
While these features are a key part of the attraction of the M3, the good news is that even without them, the sedan is still a stonking drive.
 
BMW claims the M3 sedan is just 25kg heavier than the coupe. Ditch the 22kg the coupe-only carbon roof is claimed to save (and those coupe buyers opting for a sunroof must parlay away anyway) and the end result is negligible.
 
In terms of claimed performance, there is no difference in top speed (pegged to 250km/h or thereabouts -- BMW M division's limiters have traditionally been somewhat relaxed) and the 0-100km/h time increase is just 0.1sec to 4.9sec for the manual version. The average fuel consumption in the EU test cycle is unchanged at 12.4L/100km.
 
The M-DCT version of the sedan is 0.2sec quicker to 100km/h and creeps under 12L/100km (11.9).
 
 
PACKAGING
Unlike the Lexus IS F (and M3 coupe), the M3 sedan is a full five-seater. Indeed, that and four doors and a 'real' boot make this M car a very practical proposition. And as noted above, BMW has equipped the sedan with a load-through rear seat and skibag. More brownie points for the practical shopper.
 
All the things you might do with a 'normal' 3 Series sedan, the M3 will cope with, save perhaps for fitting chains and heading to the snow. We don't expect this to be much of a handicap. We're betting most M3s -- two or four-door -- are part of a multicar family.
 
Like the M3 coupe there's no spare -- nor does it have runflats. In their place BMW offers the dreaded 'mobility kit'. As we noted in our coupe review: "In reality this compressor and goop is purely to get around ADRs. Face it, if you are unlucky enough to get a puncture you're staying where you are 90 per cent of the time."
 
 
SAFETY
BMW's 3 Series range has a strong reputation for safety. Flat tyre strandings aside, the M3 sedan does nothing to erode that. Construction, crash structures and safety infrastructure are as you'd expect from an iconic German marque.
 
Standard equipment includes six airbags (including side curtains), and the whole suite of driver aids -- everything from fade-compensating antilock brakes with emergency assist and electronic distribution through to a specially calibrated dynamic stability and traction control system.
 
BMW also offers all M3 buyers the opportunity to enhance the safety of their car -- via 'tightening' the nut behind the wheel… We've experienced BMW's advanced courses and can vouch for the professionalism and thoroughness. If you're new to high performance cars, or even returning from a stint in less potent hardware, you would be well served to take up the offer.
 
 
COMPETITORS
M Division's domination of this marketplace is a large part of the reason that its key rival, AMG, has come gunning. While the latest C-AMG is the most successful car of its type Mercedes Benz has offered Down Under, in terms of sales, its volumes still trail behind the Bavarian bombers.
 
Internationally BMW M grew its sales by more than 50 per cent in 2007. In 2007 and 2008, the result has been even more impressive for BMW Australia's M stable and the M3. 
 
In its sedan guise the M3 takes on two potent four-doors in particular -- both were noted in our OVERVIEW above. We've driven both the C63 AMG and IS F, though not back to back with the M3. Nonetheless we've got little compunction in declaring the Bavarian the most track-worthy of the three.
 
The question of which car is best on the road is more a matter of individual taste. The Benz serves up its power in large dollops from almost zero revs; the Lexus is seamless in its delivery, though not as manic as the Mercedes. Both are auto-only which will win some fans and lose others.
 
Our launch drive of the M3 was track only but with coupe seat time we can vouch for its ability on the road. Equipped with EDC it'll ride better than both its opposition with no handicap when the going gets fast. With its power apportioning M Differential lock it'll also drive when the others are making smoke.
 
We love the look of the M3 sedan -- its coupe nose further separates it from the M Sport equipped cooking models. In this respect it 'gazumps' the Benz, but not the IS-F…
 
We could go on -- making a case for each of the cars. In the end it'll be a tough decision -- though one we wish we were in the position to have to make…
 
 
ON THE ROAD
Bottom line… Literally… If you'll excuse the buns, err, puns…
 
There's too little to separate the car from its much-vaunted coupe counterpart for this writer's coarsely calibrated seat of the pants to detect. Indeed, even the man who does more racetrack laps in M3s than almost any outside BMW's own M test drivers -- BMW Australia Driver Training Chief Instructor Geoff Brabham -- says he's hard-pressed to pick a difference between coupe and sedan.
 
Mission accomplished we'd say.
 
BMW took over Phillip Island to launch the four-door M3. Though we missed out on the lap of Tassie 'main course' to the track 'entre' this time (the coupe launch was a two-part affair), the Island laps proved the point that mattered -- the sedan goes just as hard, for just as long as the two-door.
 
The M3 is a class above most other street cars at a track like Phillip Island -- and certainly appreciably better than the still very competent IS-F we drove there a few weeks ago.
 
The M3 turns in unerringly, grips when you want it to grip and obligingly wags its tail when you want it to also. It turns reasonable drivers into track stars and happily does so for lap after lap after lap [Ed: until you get too cocky and spin out of Turn 11 -- see pix hereabouts… Oops!]
 
In contrast to the Lexus, the M3 adds a level to the precision one can capitalise upon. There's less wheel work required for the same result. With more precision and confidence comes more speed.
 
BMW's preparation of the sedans was limited to a swap to competition pads and some judicious fiddling of tyre pressures. The brakes, though noisy, proved strong all day even though that super mega-rev V8 had the four door braking from over an indicated 240km/h into Turn One on most laps.
 
We drove both 'full-house' M Drive, EDC, M-DCT variants and a $145K 'base' car with six-speed manual box and standard dampers. While there's little doubt the loaded car let the driver spend more of his or her dollar of concentration on track position and hitting lines and braking markers just so, the 'standard' car was almost as fast and perhaps more satisfying to drive.
 
Away from the track, we'd still opt for the more expensive version, but only just.
 
We won't continue to babble about the M3's abilities here. Read our coupe report and substitute four for two [doors] and you'll get the message.
 
Simply, if the M3 Coupe was heralded as the world's most practical true performance car, what label do you put on a version just as capable with four doors and five seats? In BMW dealerships right around Australia, probably -- SOLD!


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