The New M3 Convertible - top Performance in an Exciting,

Even in its "normal" guise, the BMW 3 Series convertible is
the ideal car for the individualist, for the aficionado seeking to
enjoy the full thrill of open-air motoring and aesthetic style without
foregoing a high standard of practical, everyday driving quality. And
now this unique combination has been enhanced to an even higher level
with sporting performance provided by BMW M: the unique new M3
convertible. This open version of the M3 coupé successfully
introduced only recently, enters the market as an attractive
four-seater sports car complete with an electrically operated roof,
thus rounding off the M3 line-up. Identical to the M3 coupé all
the way back to the A-pillar, this car nevertheless has its own very
special status. The striking waistline and the special character of a
convertible give the new model an even wider and more powerful
appearance than the coupé. In all the M3 convertible looks even
more muscular, lower and wider. The proportions of the M3 coupé,
already very impressive to begin with, coming out even more
convincingly on the convertible. In terms of length and width the new
convertible is identical to the M3 coupé, while it is 14
millimetres lower, even with the roof closed. It almost goes without
saying that the M3 convertible comes with all the features so typical
of BMW M, such as the high-speed, normal-aspiration engine, a perfectly
tuned M suspension with M high-performance brakes, standard six-speed
manual box (Sequential "M" Gearbox/SMG II is an option) and
the well-known M design elements combined with all the qualities of the
new 3 Series convertible. Inside the M3 convertible is largely
identical in its interior to the new M3 coupé, electrically
adjustable sports seats in special M design with an integrated belt
system ensure a high standard of comfort and safety. Access to the two
full-sized seats at the rear is facilitated by the electrical rear seat
entry. And thanks to ISOFIX attachment points two child seats can be
fastened securely to the two seats at the rear. To allow optimum use
of the luggage compartment with the roof up, the M3 convertible, like
all convertible models in the 3 Series, comes with a variable roof
compartment. All you do is move down a little lever at the side to move
up the flexible compartment for the roof, luggage compartment capacity
increasing in the process by 40 litres to a total of 300 litres (to the
VDA standard). The wind deflector helping to protect the driver and
front passenger from any unpleasant air swirl also folds up into more
compact dimensions when stowed away. The roof of the M3 convertible
opens and closes conveniently at the touch of a button, electric motors
taking over this entire job for extra convenience. The roof compartment
lid, in turn, comes with a closing assistant, again with electrical
operation. Well-padded for motoring in winter, the roof of the M3
convertible features a heated rear window made of glass. Exemplary
safety naturally comes as standard. BMW's engineers have given
particular attention to the subject of safety. The bodyshell of the M3
convertible thus offers significantly enhanced stiffness, a rollover
safety system featured as standard with the rear headrests moving up
instantaneously in the event of a rollover, and a highly stable
windscreen frame. New suspension geometry with an even wider track
than on the former model ensures safe roadholding at all times. The
sporting M suspension, the new Variable M Differential Lock, as well as
Dynamic Stability Control (DSC) specially tuned to the M3 convertible
guarantee superior running smoothness at all times. The equally
superior inner-vented compound brakes with cross-drilled brake discs
also come from the M3 and ensure excellent stopping power among the best
even in the world of thoroughbred sports cars. Another feature carried
over from the M3 coupé is the combination of light-alloy wheels
measuring 8J x 18 at the front and 9J x 18 at the rear and running on
225/45 ZR 18 and, 255/40 ZR 18 tyres. Like the M3 coupé, forged
19-inch wheels are available as an option. Not only the professional
sports car suspension comes from the M3, but also the straight-six
power unit based on BMW's high engine speed concept. In this case this
means maximum output of 252 kW at 7,900 rpm and maximum torque of 365
Newton-metres at 4,900 rpm. Sports car performance. This clearly gives
the M3 convertible the performance of a thorough-bred sports car.
Weighing 1655 kg to the EU standard, the M3 convertible accelerates from
0-100 km/h in just 5.5 seconds, with acceleration from 80-120 km/h in
fourth gear in 5.9 seconds and a top speed of 250 km/h (electronically
limited). Despite all this power, the new M3 convertible is very
economical in the use of fuel in the 63-litre tank. Average fuel
consumption on 100 kilometres is just 12.1 litres,and when motoring
exclusively out of town the car requires only 8.8 litres/100 km.
Introducing the new M3 convertible, BMW has created a sports convertible
absolutely unique in character. Indeed, it is fair to say that this car
is beyond any comparison or competition, being - as explosive and
direct as a thoroughbred sports car, - as beautiful in design and
practical in everyday motoring as a "standard" 3 Series
convertible, and - as efficient and environmentally compatible as only
the most advanced technology can be in this class of performance. - In
terms of equipment, the M3 convertible virtually mimics its coupe
sibling - full Nappa leather upholstery, electric front sport seats,
bi-xenon headlamps and a 6-disc CD changer being just some of the
standard fare on offer. The only differentiator when it comes to kit is
that the convertible gets the top-of-the-range Harman Kardon sound
system as standard equipment (the coupe features the Professional sound
system as standard). - The M3 Convertible launches with a price tag of
R614 000 for the six-speed manual; the sequential "M" gearbox
carries a R35 000 price premium. Specifics: 1) The Power Unit of the
M3 The power unit featured in the new M3 Convertible excels in
particular through its turbine-like surge of power combined with
equally outstanding running smoothness and refinement, fortes which
have long become the synonym of BMW six-cylinders the world over. The
M3 engine adds new meaning to these supreme qualities, introducing the
BMW M high-speed concept applying the standards also valid for the most
demanding and sophisticated competition engines in the world, the power
units to be found in Formula 1. It is important to note, for example,
that the pistons of the M3 power unit move at a speed of more than 24
metres per second at the maximum engine speed of 8000 rpm. For
comparison, the crankshaft in a modern Formula 1 power unit rotates up
to 18,000 times a minute, each of the 10 pistons covering a distance of
approximately 25 metres per second. Outstanding efficiency at all
engine speeds and under all loads guarantees superior fuel economy in
everyday motoring and a low level of emissions. In close cooperation
with BMW AG, BMW M has developed a special engine management system for
the M3 called MSS 54. Like the control unit on the previous model, this
multi-processor system comes with two 32-bit micro-controllers and two
timing co-processors operating now at a higher frequency in order to
cope with even more complex function data and the higher maximum engine
speed of the new model. This MSS 54 engine management unit is thus able
to perform 25 million calculations per second. The functions
masterminded by MSS 54 include the timing control on the intake and
outlet camshaft (high-pressure VANOS), permanent oil level control, the
immobiliser, electronic throttle butterfly control, and an elaborate
diagnostic system with various diagnostic routines for the workshop.
Operating individually on each cylinder, this control unit calculates
the ignition timing, the injection volume, and the injection timing for
each load cycle as a function of engine load and speed as well as the
gradient of load change. At the same time it also calculates and sets
the optimum cam angles. Optimum engine management ensured by a special
in-house development from BMW M. Cylinder-specific, adaptive knock
control receives its knock signal from three sound body sensors, each
sensor monitoring two cylinders. These cylinders are adjusted
individually for knock management as a function of load points,
applying a concept able to programme the best ignition data throughout
the ignition angle map. A switch on the instrument panel allows the
driver of the M3 to choose a more sporting, that is a more progressive
map curve in terms of gas pedal travel and the throttle butterfly
opening. As soon as the driver activates this more progressive gas
pedal control map, the dynamic transition functions on the electronic
engine management switch over to a more spontaneous application. The
more comfort-oriented control map, in turn, is activated automatically
each time the car is re-started. Electronic throttle butterfly control
is based on engine torque and output data, meaning that the driver's
wish for power and performance is measured on the gas pedal by means of
the potentiometer and translated into a specific request function. This
request function is then adjusted by the power and torque manager by
adding the power signals from the auxiliary engine units and is then
aligned to the maximum and minimum output and torque curves allowed by
the Dynamic Stability Control (DSC) and Engine Drag Force Control
(EDFC). The target output and torque calculated in this way is then
maintained at the desired level, taking the current ignition angle into
account. While the engine is warming up, the catalytic converter is
heated as quickly as possible by the system intervening in the VANOS
camshaft management, ignition, fuel injection, and the electrical
secondary air pump, the output and torque manager making the necessary
corrections. A further point to be added in this context is that this
engine management system complies in full with all on-board diagnosis
standards currently in force. Thrust, an all-important factor. The
engine specialists at BMW M are convinced that a fast-revving
normal-aspiration power unit is ideal for a sports car expected by the
ambitious motorist to provide outstanding performance and acceleration
in all situations on the road. The crucial point when it comes to
acceleration is the thrust available on the drive wheels, that is the
rear wheels in the case of the M3, as with every BMW. This thrust can
either be provided by a large engine running at low speeds and with a
"long" overall transmission ratio or by a smaller engine
running at high speeds and with a "shorter" overall
transmission ratio. The high-torque concept provided by large engines
involves significant disadvantages in terms of weight and engine
dimensions, since the engine and all components on the drivetrain are
inevitably very large and heavy due to the high torque. The
straight-six power unit displacing 3,246 cc is now featured worldwide on
all M3 variants, developing 252 kW at 7900 rpm. Although engine capacity
has been increased by only 1.4 per cent over the previous model, the
high engine speed concept boosts engine output by 6.9 per cent and
torque by 4.3 per cent. Despite its high running speed, the engine
offers a large useful speed range, with no less than 80 per cent of its
maximum torque at just 2000 rpm. A few interesting figures in this
context are the M3's acceleration to 100 km/h in just 5.5 seconds (5.2
seconds for the M3 coupe) and acceleration in fourth gear from 80 to
120 km/h in a mere 5.9 seconds (coupe - 5.3 seconds). Exemplary fuel
economy and emission management. The high standard of efficiency gives
the engine not only a very high level of output and torque, but also
excellent specific fuel economy reaching its peak at 235 grams/kWh.
Optimisation of the valve drive system in the interest of minimum
friction and the increase in compression to 11.5 : 1 makes the new
engine even more fuel-efficient than its predecessor, particularly in
the lower load range. In the ECE cycle the new M3 requires just 12.1
litres (11.9 litres for the M3 coupe) on 100 kilometres, at the same
time easily meeting the EU3 and LEV emission standards. Providing an
even better equilibrium of the fuel-air mixture, adaptive idle speed
synchronisation offers a further reduction of fuel consumption with the
engine running at low speeds near the idle range. In conjunction with
the rapidly adjusting high-pressure double-VANOS, the optimisation of
the injection valves as well as the configuration and position of the
valves themselves allows a further reduction of specific fuel
consumption especially when running under high loads at low speeds. In
the upper load and speed range, the smoother flow conditions in the
cylinder charge cycle help to reduce specific fuel consumption. 2)
The Second Generation Sequential M Gearbox with Drivelogic. (Optional)
"Formula 1 feel" when shifting on the steering wheel. This
SMG gearbox which combines both the option of sporty sequential shifting
and the ease of automated shifting offers many benefits, - the driver
can choose between two shift modes at any time - the sequential
("S") mode or the automated ("A") mode; - the
"drivelogic" allows the driver to individually match the SMG's
shift characteristic to his preferred driving habits in eleven driving
programs; - when downshifting, the engine will automatically
double-declutch; - operating the clutch and consequently also the
clutch pedal are therefore no longer necessary and, unlike an automatic
gearbox, there is no energy-consuming and performance-degrading torque
converter either; - there is a markedly increased pleasure of shifting,
as the SMG in the sequential mode can be up and downshifted
instan-taneously and thus produces a realistic "Formula 1
experience"; - as compared with a manual gearbox, there are
slightly better and, above all, fully reproducible ride performance
values; - the fact that the driver no longer needs to concentrate on
gear changing with this gearbox makes for precise, safer and more
relaxed motoring; - with the sequential M gearbox, it is easier to
benefit from the high power reserves of the M3 through selection of the
optimum shift point with so-called "shift lights" (LEDs in
the cockpit indicating the optimum shift point on the tachometer).
Shifting in record time. The second generation of the SMG gearbox
stands out owing to its even shorter tractive power interruption - the
time required for the fastest shift operations is merely 80
milliseconds: Hardly anyone would be able to change gears manually
within such a short period of time. Furthermore, owing to drivelogic,
the M3 driver, benefiting from sequential shifting, is able to manually
match the shift dynamics to his individual driving habits in six
different programs - ranging from a balanced dynamic program (S1) to a
very sporty (program S5). Finally, the driver can also choose the S6
program when the DSC system (dynamic stability control), which comes as
standard with the M3, is deactivated. In that case, the SMG will shift
at gear change times matching the sporting performance of a true race
car. But the new sequential M gearbox also has many benefits in respect
of safety functions: In critical driving situations, such as when
downshifting on slippery pavements, the clutch is released
instantaneously. In the case of excessive engine drag torque, the car
will not break away at the driving wheels. This will eliminate shift
errors by the driver. Finally, there is considerably improved ease of
operation, because the sequential M gearbox, owing to the automated
("A") mode, generally makes for less stress and fatigue on
the driver - on motor-ways and race circuits alike. Both in the
sequential ("S") mode and in the "A" mode, the
gearbox will automatically shift back into first gear when the vehicle
stops; to move on, all its takes is to depress the accelerator pedal.
Active also in the automated mode. In the "A" mode, the
gearbox shifts automatically, depending upon the drivelogic driving
program selected, the driving situation, vehicle speed and position of
the accelerator pedal. In driving program A1, for instance, the second
gear is selected automatically for pulling away, the clutch is then
particularly soft, which is a great advantage for instance in wintry
road conditions. If a gear-dependent minimum speed is exceeded, slow
backing off the throttle can initiate upshifting which allows the
driver to determine the upshift point even in the automated
("A") mode. The respective driving situation is, in that
case, identified and factored in by sensors. To accelerate hard, for
instance in passing manoeuvres, the driver can fully depress the
throttle pedal, which causes rapid downshifting as a function of the
respective shifting program selected. The "shift centre" of
this new system is located in the electronic engine management unit,
which was developed by BMW M itself and operates in conjunction with
the control unit of the sequential M gearbox. Both control units are
interconnected via an extremely powerful data bus (SMG-CAN). The CAN
bus networks eleven redundant SMG sensors. They constitute the key to
many exclusive special functions of the SMG. For instance only one
longitudinal "accelerometer" makes it possible to benefit
from functions such as "climb assistant" or "slope
identification". The gearbox control unit is capable of being
fully diagnosed by any BMW franchised workshop. Mode of operation of
the sequential M gearbox All gears are shifted electro-hydraulically;
the control elements of the SMG in the M3 operate by wire, i.e. in
lightning speed and safely without any mechanical connections as in
aircraft and space vehicles. When the system is in the automated
("A") mode when the vehicle is moving, the sequential M
gearbox automatically shifts up and down in accordance with a program
individually selected by the driver via the drivelogic control
function. When the shift lever is operated to change from the
"A" to the "S" mode - which is possible any time
when the vehicle is moving - the gears can be manually shifted up by
pulling at the right rocker switch behind the steering wheel or by
pushing the selector lever on the centre console back towards the
driver. Moreover, the gearbox can be shifted down by pulling at the
left rocker switch or by tipping the selector lever forward. Depending
upon the driving program selected and the individual driving situation,
the engine will automatically double-declutch like an experienced
driver, so that the downshift operation can be faster and smoother.
Gears can be "skipped" as desired if the rocker switches or
selector lever are operated repeatedly. However, these shift commands
are carried out by the electronics only if it is possible within the
wide rev band of the M3 engine. Over revving the engine in any driving
situation is therefore excluded. "Shift lights" indicate the
optimum shift points. An SMG display located on the instrument panel
below the tacho-meter indicates to the driver the driving program
currently activated and the position of the selector lever.
Additionally, so-called shift lights in the tachometer, which light up
consecutively, inform the driver that he is approaching the optimum
shift speed, if in the sequential mode. Consistent with the instruments
available in Formula 1 cockpits, the driver at the wheel of an M3 with
SMG gearbox is thus able to make use of the maximum power of the engine
for optimum pushing power. Since the sequential M gearbox by no means
upshifts automatically - after all, the option of "active"
manual shifting is to be retained deliberately. The reverse gear is
engaged, as with the manual gearbox, by moving the selector lever in
the centre forward and to the left. When the car is parked with a
driving position engaged, it cannot roll. An additional, practical
special function of the SMG, the so-called climbing assistant, permits
pulling away on forward slopes almost without rolling back. It can be
used both in the sequential and automatic mode, for forward and reverse
travel. All the driver needs to do is to depress the service brake
pedal with the car stationary and to pull the rocker switch on the
steering wheel for a short period of time. When the service brake is
released again, the M3 is ready to drive away within two seconds
without first rolling away in an uncontrolled manner. The
acceleration assistant (or launch control as it's more commonly known)
offers maximum possible acceleration. When the driver has deactivated
DSC and selected the S6 driving program, he can push the selector lever
forward and keep it in that position when the car is stationary. If the
driver now fully depresses the accelerator pedal, the optimum starting
speed of the engine is automatically set. When the driver then releases
the selector lever, the M3 accelerates with optimally controlled slip.
Starting of the engine is possible only if the service brake is
depressed at the same time and the selector lever is in position
"0" (idle). Furthermore, a so-called shift lock prevents
unintentional activation of a driving position after starting the
engine and without operating the service brake. The complete system is
controlled by solenoid valves. The SMG control unit uses a redundant
position sensor of the highest selection stage to identify the
currently engaged gear. If a shift operation is to be initiated, the
control unit consecutively activates the appropriate solenoid valves
which control the hydraulics of the complete system within several
thousandths of a second. The hydraulic fluid which is under a high
system pressure (up to 85 bar), can then instantaneously flow into the
clutch master cylinder via a solenoid valve, and the clutch, which is
identical to that of a manual gearbox, is disengaged. In the next step,
a maximum of three hydraulic cylinders in the shift actuator are
activated via solenoid valves. They carry out the shifting operation by
precisely positioning the main selector shaft entering the gearbox in
the appropriate shift slot and then shift the selector shaft forward or
backwards in order to engage the desired gear. It makes no difference
whether shift mode "A" or "S" has been selected. In
the event of failure of a processor in the gearbox control unit, a
signal from the parallel processor is made available - which ensures
optimum operating safety at all times. There are a large number of
additional safety functions, such as against unintentional moving away
with the driver's door open, for instance when drivers swap seats. If
this happens, a certain period of time (appr. four seconds) will
elapse. Should accelerator or brake pedal not be operated during that
period of time, the gear is disengaged until the door is closed again
and a new direction of travel has been chosen. When the engine hood is
open, the car cannot be driven away either. The M3 fitted with the SMG
gearbox can be parked in positions "R" (reverse),
"S","A" or "0" (with visual and audio
warning signal); in these positions it is also possible to remove the
ignition key. In Brief History: In 1996, BMW M was the world's first
car maker to offer a fully automated manual gearbox. Formula 1 feel:
Extremely fast and precise gear shifting within as little as 80
milliseconds, shifting on the steering wheel, "shift lights",
acceleration assistant. Individual adaptation to personal driving
styles: Drivelogic ("your personal gearbox") - eleven driving
programs ranging from balanced dynamic to strictly sport. Sequential
shift mode: Gear changing via rocker switches on the steering wheel or
by operating a selector lever on the centre console. Automated shift
mode: System shifts automatically in accordance with the driving
program selected and the functions logically combined in the
drivelogic. Special functions: Slip recognition, climb assistant,
"shift lights", acceleration assistant. Active safety: Hands
on steering wheel, safe driving, shifting as a function of driving
situations. Passive safety: Redundant sensors and signal processing
similar to aerospace technology, protection system against improper
operation. Increased ease of operation: No clutch pedal, no shift errors.