Big Blue is now officially a generation removed from the latest and greatest offered by BMW. It has been an eventful six years of ownership, filled with the highs of memorable moments both on the street and track as well as the lows of unexpected component failures. As a whole however, Blue’s ownership experience has been sublime, she has transcended ‘just being a car’ and become a much bantered about part of my life.
With the introduction of the new 3 and 4 Series however, comparisons between the new and Blue’s generation 3-series are inevitable and are usually drawn in response to the ‘what about upgrading’ questions swirling through my mind. In truth however, this is a difficult conversation to have regarding Blue as she is a radically different vehicle than the 335i Coupe that exited the Regensburg, Germany factory in October of 2007. Her list of modifications is extensive:
BMW Performance Springs & Shocks
BMW Performance Exhaust
///M3 Control Arms & Tension Struts on Front Axle
///M3 Wishbones and Guide Rods on Rear Axle
Dinan Monoball Bushings on Front Axle Tension Struts
///M3 Rear Subframe Bushings
///M3 Front and Rear Sway Bars
Dinan Limited-Slip Differential
19x8.5” Front & 19x10” Wheels w/ Michelin Pilot Super Sport Tires
Clutch-Delay Valve Removal
Short-Travel Clutch Stop
Dinan Intercooler
Dinan Cold-Air Intake
Dinan Stage 2 ECU Programming
The end-result of all this work has produced a substantially different driving experience when compared to a stock 335i. The power modifications tend to be the ones most desirable amongst owners but I have found the suspension and drivetrain modifications, particularly replacing the stock open-differential with a proper limited-slip differential, to be the most rewarding in all driving situations. And therein lies the rub when thinking about trading Blue in on the latest and greatest - will the new car deliver an experience at least as compelling, ideally much more so, than Blue?
Traditionally, the answer to the ‘should i get the latest and greatest model’ question is an unequivocal yes as you will be getting improved components, shinier bells, and louder whistles. In the case of the new 4-Series however, I am not entirely convinced.
Let’s break down the new ///M3 and ///M4 down into a bite-sized good, bad, and ugly list:
Good
Twin-turbo 3.0L inline-6 engine rated at 425HP and 406 ft-lbs of torque
Turbos stay spooled after throttle lift-off to ensure no drop in boost when throttle is reapplied
Automatic RPM-matching on manual transmission downshifts
Lots of Carbon Fiber goodness - one-piece drive shaft, trunk-lid, strut brace, roof
Curb weight of 3,300 lbs, about the same weight as the ///M3 from two generations ago
Bad
Electric-assisted steering
Uninspiring paint choices at launch - black, white, silver, a reddish-orange, metallic yellow, and a light blue
Ugly
Illuminated ///M logos on the backrests of the front seats (sigh...thank you narcissistic facetube generation)
Exhaust note that is at best weak and at worst embarrassing (likely remedied by the aftermarket)
There is one ‘good’ that rises far above all other attributes for me - the car’s delivered curb weight of 3,300 pounds. For the first time since its inception, the newest ///M3 and ///M4 will actually be lighter than its predecessor, a welcome reversal of nearly three decades of increased bloat (granted, each generation’s weight gain was accompanied by increased power as well).
For comparison, Blue’s curb weight is 3,545 pounds, or 245 pounds heavier than the new ///M4. This weight delta is compounded when the discussion is expanded to include each car’s power. The new ///M4 will produce 425HP and 406 ft-lbs of torque compared to Blue’s Dinan-modified output of 378HP and 416 ft-lbs of torque. In total, the new ///M4 will harness around 50 more ponies while pushing 245 less pounds down the road, a respectable, though not overwhelming argument in favor of the upgrade.
My muted reaction when discussing power revolves around the fact that the new ///M3 and ///M4 will feature an engine that that is derived from BMW’s N54 and N55 engines, the former of which currently resides happily under Blue’s bonnet. There is no question that BMW has significantly modified the ///M3 and ///M4 engine, particularly in regard to the engine cooling systems, but never the less, the notion of receiving only an incrementally improved power-plant over what I currently own significantly dampens my desire to spend non-trivial sums of cash on the newer car.
As for other aspects of the car, the suspension, transmission, and differential should all equal BMW ///M’s historically legendary delivered standard. The interior appointments will no doubt air on the luxurious side, but I fear BMW will bundle options thereby requiring you to purchase a handful of non-desired options in order to secure a lone desired option.
The only serious niggle in the equation could be the car’s new electric-assist steering replacing the tried-and-true hydraulic steering. Early iterations of BMW’s electric-assist steering in other models have not been warmly received. Commonly used adjectives include ‘numb’, ‘soulless’, ‘muted’, and ‘monochrome’. During the recent whirlwind press junkets held around the world unveiling the new ///M3 and ///M4, BMW’s representatives were adamant that the electric-assist steering systems for the new ///M3 and ///M4 were purpose-built from scratch solely for these new cars. Here is a case where BMW is innocent before proven guilty, but I am cautiously skeptical as I await trusted reviewer’s impressions from the car later this year.
So, what about that question swirling about in my brain - ‘what about upgrading’. From a dollars and cents point of view the decision is strikingly easy, I am looking at something in the neighborhood of $40,000 plus Blue to get behind the wheel of the new car. And there is the rub - will the new ///M4 deliver a $40,000 improved experience over Blue? Highly Doubtful. But then again, it is dangerous to apply this type of criteria to a car’s purchase as human emotion and all the hypocritical inconsistencies that make up an emotion saturate nearly every aspect of the discussion. I am sure most BMW enthusiasts could derive a chain of logic whose final answer to the upgrade question would be a resounding and definitive ‘yes’, no matter how irrational that yes appears to outsiders. For a car enthusiast, cars are never a financially satisfying transaction, but rather should always be a long-term emotionally euphoric love affair where money is merely a means to an end.
As is usually the case, there are often many auxiliary details that while not directly related to the core decision at hand, do indirectly influence the big-picture view of the discussion:
Performance/Competition Package
BMW has already introduced this option for their ///M5 and ///M6. Though not official, I predict it is inevitable that BMW will sell a similar package as a factory option for the ///M3 and ///M4. The package will offer more aggressive throttle, transmission, suspension, and differential mappings, a boost in horsepower/torque, and of course bling-ier upsized wheels and tires. Look for this package to be offered two or so years after the car hits the market.
BMW ///M2
The 1-series is now known as the 2-series and while the M-sport 235i Coupe (yes, its real name) has a lot of ///M badges plastered all over it, it is not considered a ‘true’ ///M car. BMW scuttlebutt is ablaze with hopes, dreams, desires, and speculation that a proper ///M treatment is all but assured for the 2-Series. Look for a car that is a wee bit leaner than the ///M4 in every regard - size, weight, and power - to *possibly* come to market in 2016….ish….if ever.
Jaguar F-Type Coupe
This pretty kitty could be a game changer, but it is so new on the scene that it is too early to proclaim anything other than the fact that its appearance is borderline pornographic.
Porsche Cayman S
Ahh the Cayman, a car that I have been infatuated with since its debut in 2006. This was my #1 when I was last shopping for a car, but seating ergonomics eliminated it from contention. That was then and what is now is the second generation Cayman that is longer, roomier, and more accommodating to my 6’3” frame. This car has everything I love and one thing I loathe. It has its engine in the proper location - in the middle, not dangling behind the rear axle. It has 3 cylinders laying flat on each side of the engine. And perhaps best of all, it weighs an astounding 2,910 pounds. But then we come to the death knell - if you buy a Cayman, you are buying a car that is intentionally neutered by its manufacturer to never be as ‘good’ (in all its subjective glory) as their iconic offering - the 911.
The fact remains that a Cayman S will set you back $63,800 (minimum) yet will only deliver a lowly 325 HP and 273 ft-lbs of torque. These power numbers in and of themselves are not terrible, but when you expand the discussion to include the price-point, they become hauntingly weak. This car simply does not exist in a vacuum of choice. For some, the allure of Porsche is enough to compensate for the price discrepancy. For me, driving the damn thing has come very close, it is an excellent driving experience, but I was left wanting for more power. At this point, if Porsche would just drop the base 911 flat-6 into this car I would be satisfied, but if they dropped the 911 S engine in, I personally think they would have an automotive masterpiece for the ages on their hands.
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