Perhaps this will be a mistake, but it is still difficult not to think about M3 in puristic quality. It is difficult not to put him on a pedestal as an ideal, the embodiment of the best from BMW: the acceptance, the involvement of the driver, a dynamic focus. No aimless trendy baggage, no distortion of the boundaries of expediency, absolutely pure, genuine pleasure from driving. In the end, the original M3, E30 made a career on racing tracks, having achieved recognition as the most successful touring car of all time. But we are far, very far from him with this last receiver of the cult m3. Years have beenhed the circuit and expanded the repertoire, nevertheless, BMW was more as soon as possible for success in sales than a triumph on the catwalk. Today, the M-series implies commitment to dominant trends. There is a feeling with him that although E92, with its sensational 4-liter V8 power of 420 liters. With., was the fastest car of all M3, he became the only one who managed to move away from the original. That’s the point, it is much easier to accept and love the constancy of the “transformer”, especially now, when he has a leaning hard top. From the side of the BMW, it was a wise solution to take the views of admirers from structural compromises and additional weight, choosing a “transformer” as a “springboard” for a new seven -speed two -disc clutch M DCT semi -automatic transmission, which is now offered for £ 2590 as an alternative to a standard six -speed mechanical gearbox. After the triumph of the old “petal” system with a single -term clutch and SMG gearbox, forced a two -disc clutch unit to work with a longitudinally installed engine at 8400 RID/min, according to the engineers of the Motorsport unit, did not compose any problems.
And yet, there was a place for the shortcomings. Until you press the Power button on the tunnel above the gearbox, which accelerates the reaction of the electronic throttle, the separation from the rest of the traffic flow requires a surprisingly strong “force -booming” of the accelerator and is accompanied by a noticeable slip of the clutch. There is also a deaf clang at the time of start and braking, which will never show itself in cars with a hydrotransformer. As it was with SMG and earlier, the choice varies from the lazy first to the reactive sixth position of speed switching. In automatic switching mode with the established restrained speed of the mechanism, even a large critic, there is no one to find fault with — switching the transmission of a light, smooth and sensitive, without effort decorating a rich by a torque, powerful V8. But select Sport, dial 6, start using the steering wheel “petals” — and the internal fury is returned, associated with SMG, although the same dissonant deaf noise under the transmission tunnel will have to be attributed to the minuses. The experience of driving with the upper m3 can be intoxicated when a wonderful vocal performer even among harsh superfluous brothers, gives a concert in the open air. He erases a weak, but noticeable drawback in accelerated dynamics (acceleration to 100 km/h in 5. 3C with a mechanical box, 5. 1 — for DCT — both for half seconds of the achievements of the equivalent coupe) and although the body is 30 percent tougher than that of the last M3 with a folding top, it still reminds of itself vibration, which is rushing on road irregularities throughout the body. Depending on your point of view, openness to the wind can reduce the pleasure of driving the M3 or, given that the M3 is no longer the same as it was before, can add acuity of sensations. Until BMW decides on constancy, on a lightweight business, this issue will remain unreasonable.