2014 BMW M4/M3 stats revealed. Impressive weight savings

[Moreno1]

CF one piece driveshaft is very nice, wouldnt expect something like that from the factory. According to the link in the OP, that 3300# is with 90% full tank. thats vette weight.

Very impressive numbers so far. Can't wait to see some lap times.

[King T]

A good tech read

























http://www.autoblog.com/2013/09/25/2...t-ride-review/

Both the non-M BMW 3 Series sedan and 4 Series coupe have so far brought much pleasure to us at Autoblog. The terrific four-cylinder 328i trim has become our favorite of the 3 Series line, while we have yet to get a chance at the 428i coupe. That said, the 35i trim powered by a 3.0-liter TwinPower Turbo inline six-cylinder engine is not exactly to be sniffed at.

We all know the ones you're really waiting for, though. The F80 fifth-generation M3 sedan and the supremely sexy F82 M4 coupe. Rumors have been buzzing for a couple of years now that the engine would be another V8, only turbocharged this time, or else a tri-turbo six. Well, today BMW confirmed that the mill under the hood's power bulge is a 3.0-liter inline six-cylinder TwinPower Turbo of the biturbo variety, referred to internally as "S55B30 variant."

We were brought to a small airfield outside of Munich, Germany recently to receive an almost complete tech breakdown, as well as get taxi drives through a forest of laid-out cones with BMW DTM champion drivers at the wheel of both the new M3 and M4 verification prototypes. Weather was thankfully perfect, so the rides we had were as good as it's going to get until we have at it firsthand after the cars officially debut at the Detroit Auto Show in January.
2015 BMW M4

Weight is contained down to old E46 (1999-2006) M3 levels.

The experts on hand tell us that weight is contained down to old E46 (1999-2006) M3 levels, so right around 3,300 pounds for the M4 coupe and just a little more for the M3 sedan. Aside from weight improvements, the overall chassis structure (as is the norm these days) will twist and bend less than its predecessors. Both models tested here wore standard 19-inch forged alloys with Michelin Pilot Super Sport tires – 255/35 ZR19 92Y front and 275/35 ZR19 100Y rear – and optional Brembo-SGL carbon ceramic brake discs. The only measure we got on the optional brakes was 15.7 inches in front with four-pot calipers.

They did talk horsepower, though, and confirmed those official numbers today in a press release: 430 hp at 7,300 rpm and torque "well above 500 Newton meters (369 pound-feet)" between roughly 1,800 and 5,200 rpm. If the E90 and E92 (2006-2011) M3s could hit 60 mph in 3.9 seconds with their M-DCT automatic transmission and high-revving V8, the new F80 and F82 sedan and coupe will do at least equally well with this smaller but heavier breathing engine.



The stuff we learned while sitting in clinical white rooms staring at projection screens and whatnot was naturally pretty telling, and then the taxi drives put pay to most of it. Whereas on the standard cars the 4 Series coupe is wider in the back versus the 3 Series sedan, everything is essentially the same chassis-wise between the two M models.

Everything is essentially the same chassis-wise between the two M models.

We were noticing a tendency at this gathering with every expert from BMW M present, from president of M Friedrich Nitschke to product management boss Carsten Pries. That tendency was to say almost nothing at all specifically about the F80 M3 sedan and practically everything in reference to the F82 M4 coupe. We're not scooping anything here, but it was interesting to notice. We personally were led to think that perhaps the M3 is gradually being put in the background to let the sexier and more profitable image-leading M4 coupe, convertible and future Gran Coupe take the wider stage and handle all future racing efforts. It does seem inevitable, doesn't it? Go ahead and pout now; it's sort of the end of a long and very cool era.

By switching out the 4.0-liter naturally aspirated V8 in the outgoing M3 lineup for the latest 3.0-liter inline-six, the weight over the front axle has decreased about 25 pounds, and that weight is able to be supported slightly further back than was the case with the V8. Weight distribution is now 49.6 percent front and 50.4 percent rear, so pretty much square.



They are cars that – gasp! – perhaps anyone can drive well.

All three prototypes driven by BMW's three horribly fit DTM dudes were equipped with the all-new six-speed manual transmission, which replaces one that was actually already pretty good. But again, this was interesting to notice in that it led several present to believe that the M-DCT dual-clutch seven-speed transmission is simply less fun when it's time to really show how involving the M3 and M4 can be. Don't quote us, but it was a possible source of scuttlebutt.

As we were regaled with underbody details earlier by M tech development boss Albert Biermann, we were prepared to feel awesomeness on the track, particularly from the rear half of the cars. All units come with a newly developed locking rear differential that incorporates a new drift detection sensor. Once there is drift, the thing simply locks right up. The funny thing is that the drifting, even at points through the cones that screamed for it, seemed so sensible and controllable. We felt clearly that both cars have been developed to give us fewer yips, go around a lap faster and more efficiently, and gnaw at the pavement with no sense of graceful floating. They are cars that – gasp! – perhaps anyone can drive well. That gets so nervy to start talking about with sports icons like the Porsche 911, Lamborghini Gallardo and BMW M cars, but they're all doing it and it's smart business.



Things happen at lower revs on these new Ms versus their naturally aspirated V8 predecessors.

Both the M3 four-door and M4 coupe felt undeniably stuck to the pavement, even through slaloms that were taken aggressively at high speeds and with the cones set a little closer together than is the norm. Phase for phase, things happen at lower revs on these new Ms versus their naturally aspirated V8 predecessors, so this lends itself to more poise throughout the experience. The newly designed biturbo engine is attached right up against the exhaust manifold for exhaust-gas recirculation quickness and efficiency, while the intercooler is now atop the engine instead of in front of it, also for quicker delivery to the intakes of the coolest possible air. At lower revs, too, the turbos are kept spinning so that lag is essentially gone from the equation.

And that's what we were feeling. This new M3 and M4 feel a bit like they are constantly at the ready, sinews tensed, chassis scraping at the pavement instead of coasting over it. Whereas the previous M3 lineup has been at times characterized as feeling a little heavy with a little too much dance in it, these new cars are determined to help BMW take back some of its aggression in the midsize segments. The new tubular steel front and rear axle carriers are bolted straight to the chassis with no dense rubber bushings anymore, so we were feeling all of the energy thrust in the chassis as the tech folks had described.



Will the new six-speed manual be coming over to what is traditionally a great manual market for this level of sports car – the United States? BMW USA has said no a couple times, but today's information dump of specs doesn't rule it out. The latest M-DCT transmission is a nice piece of work, but this is the M3 and M4, and they would do nicely here with an available manual for that vocal 10 percent of buyers.

Deliveries start in spring of 2014 for both cars. They are so much alike in M format – versus the standard cars that have distinct differences – that we scratch our collective head a bit over the prospect of the M4 coupe and convertible being perhaps significantly more expensive even than what we postulate here in the Vital Stats versus the M3.

[KMPrenger]

Originally Posted by Justin Moreno

CF one piece driveshaft is very nice, wouldnt expect something like that from the factory. According to the link in the OP, that 3300# is with 90% full tank. thats vette weight.

Very impressive numbers so far. Can't wait to see some lap times.

As I stated above, according to Motortrend, that weight figure is European Dry spec dry weight, and the U.S. spec weight will likely be higher.

Not arguing, just stating what I read, and everyone seems to be missing it.

[Moreno1]

Originally Posted by KMPrenger

As I stated above, according to Motortrend, that weight figure is European Dry spec dry weight, and the U.S. spec weight will likely be higher.

Not arguing, just stating what I read, and everyone seems to be missing it.

I didn't miss it. We both said "according to"

Bimmerpost said 3300# w/ 90% fuel
Motortrend said 3300# "european dry weight".

let them argue

[King T]

New BMW M3 and M4 engine secrets laid bare

BMW's M division has lifted the veil of secrecy on the inline six-cylinder engine bound for its upcoming M3 sedan and new-to-the-range M4 coupe and convertible, revealing a potent twin-turbocharged 3.0-liter direct injection gasoline unit that produces an official 424 hp at 7,500 rpm and what officials describe as "significantly more than 369 lb-ft" of torque.

The newly developed engine, known under the internal codename S55 B30, shares its 84.0 mm bore and 89.6 mm stroke with BMW's standard turbocharged 3.0-liter in-line six-cylinder direct-injection gasoline mill, the M55 used across the German car maker's lineup, endowing the aluminum block unit with an overall swept volume of 2,979 cc.

This represents a sizeable 990 cc reduction on the engine BMW's M division's new unit replaces, the S65. The 4.0-liter V8 direct-injection gasoline unit, the last in an illustrious line of traditional naturally aspirated engines from BMW's revered M division, has been resigned to the history books after just six years of service in the outgoing fourth-generation M3 coupe, sedan and convertible -- a continuation of an engine downsizing program that has taken root throughout BMW M division's lineup in recent years.

Significantly, the new S55 B30 is the smallest capacity engine to be used by the M3 since the discontinuation of the first generation model and its naturally aspirated 2.3-liter four-cylinder multipoint-injected gasoline unit, the S14 B23, back in 1991.

Yet despite the 25 percent reduction in capacity and the loss of two cylinders, the new BMW M division engine delivers 10 hp more than its predecessor, thanks to patented induction process that is claimed to provide vastly improved levels of combustion efficiency, in the process preserving an illustrious 27 year tradition that has seen each incarnation of the M3, the ranks of which have now been reduced to a single four-door sedan model alongside two-door M4 coupe and cabriolet models, boast more firepower than its direct predecessor. But while the new S55 B30 develops its maximum power of 424 hp at 7,500 rpm, the old S65's 414 hp arrived at 8,300 rpm.

With 142 hp per liter, the new twin-turbocharged six-cylinder engine betters the specific output of the old naturally aspirated V8 by a substantial 38 hp per liter. As a measure of its overall efficiency, it also develops 16 hp per liter more than the twin-turbocharged 4.4-liter V8 direct injection gasoline engine used by the recently facelifted M5 as well as the M6 coupe, cabriolet and GranCoupe. The ignition cut out is yet to be officially revealed, although officials suggest it is pegged at 7,600 rpm.

Among the technical highlights for the new BMW M division engine is its closed deck design for added rigidity. It also uses a spray coating instead of traditional cylinder bore liners for reduced weight. A forged crankshaft is also used for reduced rotating masses, which in combination with lightweight pistons, is claimed to bring about a significant improvement in throttle response compared to BMW's standard turbocharged 3.0-liter inline six-cylinder gasoline engine.

With BMW's M division claiming an overall weight of "under 3,307 pounds" for the new M4 coupe, which uses selected carbon-fiber-reinforced plastic panels and bracing components as part of a weight saving initiative, the new two door promises to boast a weight-to-power ratio better than the discontinued fourth generation M3 coupe's 8.4 lb per bhp.

An even lighter version of the new car, possibly resurrecting the famed CSL nomenclature and fitted with lightweight seats as part of a pared-down interior and other weight saving measures, is under consideration for sale later in the new M4's model cycle. BMW M division boss Freidrich Nitschke suggests it could come in close to 3086 pounds if it receives a production greenlight.

Although BMW M division isn't prepared to go public on the official torque figure some three months prior to a planned public premiere for the new M3 and M4 at the 2014 Detroit auto show, it does confirm the S55 B30 delivers "significantly more than 369 lb-ft at well under 2,000 rpm". By comparison, the non turbocharged S65 delivered 295 lb-ft at 3,900 rpm.

BMW M division development boss, Albert Biermann, describes the added torque as being "central to performance gains" for the new M3 and M4. He points to a 70 percent improvement in the torque loading of the new engine in comparison to its predecessor at 2,000 rpm. This leads to improvements in real world performance, with in-gear acceleration claimed to be greatly enhanced. There is no official 0-62 mph time yet, but Autoweek has been told the M4 coupe will undercut the official 4.8-second time of the old M3 coupe "by some margin," suggesting a time in the region of 4.5 seconds. Top speed, as with all M-cars, will be limited to 155 mph in standard guise.

At the same time, BMW's M division suggests the new M3 sedan and M4 coupe will be certified with combined fuel economy of over 27.5 mpg, thanks in part to the inclusion of a stop/start function and brake energy recuperation.

Despite the similarities in specification between the new M3 and M4's engine and that of the earlier 1-series M coupe, Biermann, reveals the two engines share little apart from their bore and stroke measurements. "They are completely different, not only in construction but internally and their respective induction processes," he says, adding, "They're worlds apart."

At the heart of BMW M division's new twin-turbocharged 3.0-liter inline six-cylinder, which is mounted longitudinally, is a patented induction process that uses two low-inertia turbochargers. Eschewing both twin-scroll and variable vane geometry, the IHI units provide a relatively conservative maximum boost pressure of just 18.9 psi.

"There's nothing particularly groundbreaking about the turbochargers themselves. But the induction system is significantly more free-flowing, with greater volumes and a faster transfer of air through the entire system, than with either the 1-series M engine or BMW's regular turbocharged 3.0-liter engine," says Biermann.

BMW's M division engineers have mounted the water-to-air interooler system for the turbochargers atop the engine instead of out in front, justifying the inclusion of a prominent power dome within the bonnet. Unique features such as a magnesium sump ensure the new engine weigh 22 pounds less than the naturally-aspirated 4.0-liter V8 direct injection gasoline unit it supplants at a claimed 452 pounds.

The engines heady reserves are channeled to the rear wheels via a standard six-speed manual gearbox. A development of the ZF-produced unit used in the 1-series M coupe, it uses a newly designed twin plate clutch to handle the added torque loading and is claimed to weigh 26 pounds less than the similarly specified gearbox used in the fifth-generation M3. A development of the existing Getrag-produced seven-speed dual clutch Drivelogic gearbox with remote paddle shifters will be available as an option, providing the M3 and M4 with automatic shift capability and a launch function. Described as a third-generation unit, it adopts a raft of changes that Biermann suggests provide it with "vastly improved shift quality."

A further development brought to the M3 and M4's driveline is a new single piece carbon-fiber reinforced driveshaft. Claimed to weigh 40 percent less than the all-steel unit used on the old M3, it brings a reduction in reciprocating masses and what BMW M division engineers are claiming is sharper response. It acts on a reworked M differential that now uses an electric actuator to constantly vary the locking effect. As on the M5 and M6, it is capable of delivering 100 percent lock-up. Biermann suggests the new driveline components bring about improved traction and on-the-limit adjustability.

Underpinning the M3 and M4 will be a common chassis boasting unique track widths, forged aluminum suspension components and a rear axle supported by a new steel carrier that, unlike that of the old M3, is bolted directly to the body, without the use of traditional rubber bushings. The new carrier is claimed to provide added lateral rigidity, leading to what Biermann describes as "extremely precise wheel control and a reduction in roll steer." Overall, some 17.6 pounds have been pared from the standard 3- and 4-series suspension – 11 pounds up front, and a further 6.6 at the rear, leading to lower unsprung masses at each wheel.

Official figures are not yet being made available, but the overall footprint is significantly larger than that of either the standard 3- or 4-series, requiring the use of widened fender panels to house forged aluminum wheels of up to 19 inch diameter wearing 255/35 ZR 19 front and 275/35 ZR19 rear Michelin Pilot Super Sport tires. The steering is an electro-mechanical system, which is a first for the M3. "Our mission is to provide the best electro-mechanical steering. There is no doubt: it is better than the hydraulic system of the old M3," boasts Biermann.

As with the latest M5, the driver can choose between three different driving modes: efficiency, sport and sport Plus. Each mode provides differing mapping characteristics for the steering, throttle, gearbox (on models equipped with the optional seven-speed dual clutch unit) differential and threshold of both the traction and stability control systems. The damping also boasts three modes: comfort, sport and sport plus.

Meanwhile, BMW has revealed both the new M3 sedan and M4 coupe will a carbon-fiber-reinforced roof panel. The hood and front fenders are aluminum pressings with the doors and rear fenders made of steel.

Following their unveiling at Detroit auto show in January, the M3 sedan and M4 coupe are planned to go on sale in North America in May 2014.

[King T]

Originally Posted by Justin Moreno

I didn't miss it. We both said "according to"

Bimmerpost said 3300# w/ 90% fuel
Motortrend said 3300# "european dry weight".

let them argue

I look forward to seeing what the actual weight will be. I have to look up more about the differences in "European and U.S. Dry Weight".

But as measuring point, this is the weight of the E90/E92 M3
E90 (Sedan) M3 weight-3,538 lbs
E93 (Coupe) M3 weight-3,483 lbs

[sizl1]

Why are all the 2012 generation cars so heavy then, when the next generation are so light (BMW, GM, Ford)? Was weight just not that important to the engineers?

It's frustrating to me owning one of these 2012 generation cars. I feel like I own one of the anemic engine 1970s cars with ridiculous 200HP V8s - we laugh at how ridiculous they were. Our generation cars are instead the "big heavy pigs"; are people 10 years from now going to laugh at our cars at how ridiculously heavy they are?