2004 BMW M3 Coupe

Specifications
Engine
Type:	Inline-6
Displacement cu in (cc):	198 (3246)
Power bhp (kW) at RPM:	333(245) / 7900
Torque lb-ft (Nm) at RPM:	262(355) / 4900
Redline at RPM:	8000
Brakes & Tires
Brakes F/R:	ABS, vented disc/vented disc
Tires F-R:	225/45 - 255/40 ZR18
Exterior Dimensions & Weight
Length × Width × Height in:	176.9 × 70.1 × 54.0
Weight lb (kg):	3415 (1550)
Performance
Acceleration 0-62 mph s:	4.8
Top Speed mph (km/h):	155 (250)
Fuel Economy EPA city/highway mpg (l/100 km):	16/24 (11.9)

Base Price: 2005 BMW M3 Coupe - $47,300 / 55,100 € (last update: 11/17/2004)

Photo Gallery 2004 BMW M3 Coupe

Extensive Detail Refinements for 2003 BMW M3

For enthusiasts of ultimate automotive performance, it’s a magic name: BMW M3. Combining the all-around excellence of the BMW 3 Series with the spectacular performance and handling prowess of BMW M, the two M3 models are formidable BMW sports cars that have won – again and again – the accolades and comparison-test victories of the world’s motoring critics while providing their buyers with real performance and equally real practicality.

M S54 6-cylinder Engine

In its broad concept, the M3 engine, designated the S54, shares its format with other BMW inline 6-cylinder engines. Virtually all of its engineering details, however, are unique and oriented to the very highest level of performance. Given that other current BMW “sixes” have an aluminum block with cast-iron cylinder liners, it may be surprising that the S54 M3 engine has a cast-iron block. Why?

Compactness is the primary reason. An inline six is longer than a V6, and BMW nurtures the inline layout because of its superior smoothness and sound. An aluminum block’s cylinder liners take up space; with liners it would not have been possible to achieve the engine’s 3.2-liter displacement without lengthening the block. The second reason is strength. Given that this engine develops a fully 333 hp from 3.2 liters – significantly over 100 hp per liter – its internal stresses are immense.

Exhaust System

Vögele and Himmel developed one of the freest-flowing exhaust systems ever installed in a production vehicle. After the partially machined exhaust ports, it begins with two elaborately snaking stainless-steel headers serving three cylinders each.

These headers are formed under high pressure with water inside them, which ensures even distribution of the forming pressure and thus consistent wall thickness. In turn, this process allows stainless-steel walls only 1 mm thick (about 1/25th of an inch), not only helping save weight but also hastening engine warmup as there is less metal to heat up after a cold start. Each header is a single piece, thus not welded-up as are most headers.

One of the few differences between the U.S. and European versions of this engine is that, whereas the Euro model’s converters are under the floorpan, in the U.S. version each header also includes the catalytic converter.

Sequential Manual Gearbox (SMG)

Given the M3’s performance nature, it does not seem logical to offer an automatic transmission as such; no matter how good – and BMW’s 5- and 6-speed automatics are among the best – an automatic transmission incurs some performance loss relative to a well handled manual gearbox. On the other hand, given today’s capabilities in electronics and hydraulics, it does make great sense to improve on the M3’s 6-speed manual transmission and give it some automated operation. For some years now, racing drivers, in particular those in the world’s premier class, Formula 1, have availed themselves of “power shifting” of manual transmissions via an electrohydraulic system.

BMW M pioneered in applying this concept to road cars, introducing its first Sequential Manual Gearbox in M3s for the European market in 1996. BMW M decided to develop the SMG concept to a 2nd generation before offering it in the U.S. Thus the SMG now offered in M3s is in reality SMG II, evolved to a significantly higher state of perfection than the original system; in the U.S. it will be referred to simply as SMG.

Interior Design and Equipment

In a high-performance sports car, instruments are of paramount importance; the M3’s do not disappoint. Its instrument cluster resembles that of the M5 with bright rings around each of the four dials, M logo in the speedometer, and red pointers throughout. The tachometer is of great interest. As first seen in the M5, the variable warning segment from 4000 to 8000 rpm reminds the driver to not approach maximum performance until the engine is warm. Based on the increase of oil temperature as the car continues to warm up, the LED display illuminates amber at 4000 rpm and shuts off in increments of 500 rpm. As the engine warms up, the segment shortens and reaches its normal 7500-8000 rpm red range, which always remains illuminated.

The tachometer’s advanced servo-motor operation is revised to keep pace with the M3 engine’s rapid rate of acceleration. In M3s equipped with the Sequential Manual Gearbox II, once the engine is warm, these LEDs illuminate progressively as engine revs climb, helping the driver shift right at the redline. Also in the tachometer face is an analog oil-temperature gauge. Another prominent facet of the driver’s command center is the special M sport steering wheel.

The next step up for the Coupe is optional power sport seats, with 8-way power adjustment and manual thigh support. These are included in the Coupe’s optional Premium Package and are available as a stand-alone option as well; they include a memory system for the driver’s seat and outside mirrors. Standard in the Convertible are 10-way power sports seats, the added adjustment being a combined one for the head restraint and belt height; the Convertible’s front safety belts are fully integrated into the seats, optimizing belt fit on the occupants and easing entry into the rear seats.