BMW M3 4th Generation 2008-2013 (E90/E92/E93) Review

第四代宝马M3后也没有到达mal 3 Series models had been around for a few years, so it came up for a very light mid-life update only two years after its initial release. The only difference between 2008 and 2009 BMW M3 convertibles and coupes is their optional infotainment system, which was upgraded to a hard-drive-based navigation system with a higher-resolution display screen.

A sedan (E90) variant was introduced concurrently with the 2008 convertible and coupe and received the same all-red LED taillight clusters as the normal 3 Series sedan for 2009, but, because this model already featured the coupe and convertible's front-end styling, it remained cosmetically unchanged until the end of its production run in 2011.

Changes for 2010 were slightly more noticeable because the M3 convertible (E93) and coupe (E92) received the LED tail light clusters which appeared on their lesser siblings for 2009, although the rest of their styling features remained unchanged.

If you're looking at an E92 BMW M3 coupe or an E93 BMW M3 convertible head-on, you won't be able to distinguish between a 2008 model and an example from 2013: The fourth-generation M3 always had unique styling in front and didn't follow the regular models' exterior evolutionary path.

For the 2009 M3 sedan facelift, it received the same all-red LED taillights of the normal 3 Series sedan models, with a slim backup-light strip hidden in the red surround, instead of the big previous backup lights¹.

It's slightly easier to notice the differences between a pre-facelift E92 or E93 M3 and a facelifted one around the rear end. While the bumper design remained unchanged and retained the M3's characteristic quad-tailpiece exhaust layout along with the integrated diffuser in its lower half, the 2011 model year added LED tail light clusters to bring the rear end in line with the rest of BMW's line-up. The easiest way to identify the new light units is by counting the horizontal strips in the cluster: the facelift model has two DRL strips, which fold around the rear end and traces an L-shape towards the front, while the pre-facelift used three straight strips¹.

Just as their front ends remained identical between pre- and post facelift E92 and E93 BMW M3s, so too did the side view. Once again, the only difference between them is visible in the tail lights, where the facelift models' LED DRL strips are clearly visible in profile view¹. The alloy wheel choice also remained unchanged, with the fourth-generation M3 rolling on 18-inch alloys with a satin chrome finish as standard and 19-inch alloy wheels with machined faces as an option. Y-spoke 19-inchers became optional in 2011, albeit with unchanged tire sizes.

Seeing as the E92 and E93 M3 dates from the era before BMW foisted their iDrive user interface upon all their cars, an M3 can have either a smooth, clean dashboard design or a multi-humped one to house the iDrive display, depending on the option boxes ticked at first purchase. If the integrated navigation option was selected, 2009 models and onwards will have a higher-resolution infotainment screen with a hard-drive-based navigation system. This difference is difficult to spot, though, as their screens look very much alike. What is far easier to spot is the redesigned iDrive controller, which is no longer a big, flat, satin-silver rotary knob with a single button behind it, but a smaller aluminum-and-black knob that stands out more and has various shortcut buttons ahead and behind it for easier operation¹.

The 4th-generation BMW M3 Convertible, Coupe, and Sedan only used one engine throughout its model run: a 4.0-liter, 32-valve V8, named the S65B40 in BMW-speak. This engine bears no relationship to BMW's mainstream V8s of its era, and is closely related to the S85 V10 in the E60 M5 instead. Fortunately, it is nowhere near as temperamental as its larger sibling.

A choice between two drivetrains was offered, with a 6-speed manual gearbox being standard equipment or a 7-speed dual-clutch automatic with paddle shifters as the upgrade option. In all cases, the power is sent to the rear wheels through an electronically-controlled limited-slip differential. Enthusiastic drivers would likely prefer the manual for its driver involvement but the dual-clutch transmission has proven to be quite hardy, and it guarantees quicker shift times than the manual.

Real-world use usually returns different fuel-economy figures to those furnished by the EPA, but seeing as this is a specialized product (and few BMW M3 owners care very much about fuel efficiency), real-world consumption figures are not widely reported by drivers. Drivers who did submit figures generally seemed to fare a little better than the EPA claims. A look at the official EPA ratings shows that the consumption difference between the different body styles (sedan, coupe, and convertible) and gearbox options are negligible.

* Real-world mpg and MPGe figures are provided by the EPA. Once a car has been on sale for a significant period of time, the EPA gets real-world figures directly from the customer base. These figures are then provided on the EPA website. Real-world figures are not available for certain models due to a lack of sales, or not enough people partaking in this after-sales survey.

The 2008-2013 BMW M3 Convertible, Coupe, and Sedan featured a comprehensive list of standard safety equipment from launch. Four-wheel ventilated disc brakes with ABS and electronic brake-force distribution, multi-mode traction- and stability control, and at least four airbags (two front airbags and two seat-mounted side airbags) feature on all M3 models, with the sedan and coupe gaining curtain airbags as well.

Adaptive xenon headlights with automatic on/off are also standard on all models, as are adaptive brake lights (which vary the brake light intensity depending on the severity of braking), rain-sensing wipers, an auto-dimming interior rear-view mirror, and rear child-seat anchors. And, while the M3 Convertible doesn't offer curtain airbags, it does feature a pop-up rollover protection system in compensation. An anti-theft alarm and rear parking sensors were optionally available and might have been fitted to a used M3.

The fourth-generation BMW M3 E90/E92/E93 (collectively known as the E9X) was never crash-tested on its own, but, seeing as it is based on the normal E90 BMW 3 Series, the latter model's US NHTSA Crash Test Result applies. However, because the E90 was tested in 2006, its score cannot be directly compared to cars that were tested after 2011, when the NHTSA test procedures became much more stringent.

According to the old test protocol, the E90 BMW 3 Series scored four stars for driver- and passenger protection in a frontal crash, five stars for front- and rear passenger protection in a side impact, and four stars for protection in the event of a rollover. Bear in mind that the side-impact and rollover protection ratings will only apply to M3s with fixed roofs (sedan and coupe). The M3 Convertible won't be able to offer the same level of protection in these criteria.

The E9X BMW M3 was an extension of the regular 3 Series model range and didn't offer any model-specific trim levels. They were all equipped up to a certain standard, with various available stand-alone options and option packages to further cater to the owner's requirements. The main differences between them are that the E90 is a four-door sedan, the E92 is a two-door coupe, and the E93 is a two-door hardtop convertible.

While all E9X BMW M3s featured rear seats, the sedan is the only one in which rear-seat passengers would be fairly comfortable - the coupe and convertible are both extremely limited in terms of rear head- and legroom, so those rear seats will be better suited for children. The rear seats also come with child seat anchors.

The front seats are a lot more spacious, though, with ample room all-round to comfortably accommodate taller occupants and even the coupe's front seats offer more room to stretch out than the contemporary Mercedes-Benz C63 sedan could muster. Luggage space depends on the body style in the spotlight: The M3 sedan and coupe offer a middling 11.1 cubic feet of cargo volume with all seats in place (compared to the Mercedes' 12.4 cubes), while the convertible's luggage volume shrinks to only 9.0 cu.ft. In mitigation, the rear seats of all models fold down to improve practicality.

It's important to remember that, although the E9X BMW M3 is based on the normal 3 Series, its maintenance will be rather more expensive than that of its lesser siblings - that is an unfortunate reality of employing a highly-strung engine in a road car. These issues usually only show up at higher mileages, though, and an M3 should otherwise prove fairly reliable as long as the OEM maintenance requirements are met.

Owners could expect to deal with the usual BMW quirks as an M3 ages, such as oil leaks from plastic valve covers and VANOS solenoids giving up the ghost, as well as M-specific issues like premature connecting rod bearing wear. But, in the latter case, most M-car owners have accepted that rod-bearing replacement should be considered a maintenance job, rather than an actual design shortcoming.

BMW uses a system called "Condition-Based Servicing" (CBS) for the on-board computer to calculate the optimum service intervals… and we'd recommend ignoring it completely as far as oil changes go. It's not unheard of for an E9X M3's control unit to decide that it will be OK if the engine oil is only changed every 15,000 miles or so, but that's a very bad idea for such a high-performance engine. Rather change the engine oil and filter at the latest every 7,500 miles or once a year, or every 5,000 miles as the vehicle approaches the 60,000-mile mark or if it is subjected to race-track use.

On vehicles equipped with the seven-speed DCT, BMW says that the transmission fluid should be good for life, but experience has shown that changing the gearbox oil every 30,000 miles will result in a longer service life as well as smoother gear changes. A good rule of thumb is to replace the power steering fluid and differential oil at 30,000 miles as well; especially in hard-driven cars, the power steering fluid gets hot and degrades, which will affect the steering feel as well as the system's longevity, and the differential's operation will be smoother if it regularly gets fresh oil.

Spark plugs should be replaced every 36,000 miles, but hard-driven cars will again benefit from a 30,000-mile interval. The spark plugs are particularly important and must be replaced with either OEM or OEM-equivalent units because the S65 engine does its knock sensing via the spark plugs. Other items which need attention every 30,000 miles include the engine air filter, brake fluid, and cabin air filter.

As far as BMW M-cars go, the E9X M3 is counted among the least troublesome of them all, but some typical BMW issues will nonetheless be par for the course. Apart from these issues, there were some 2008-2013 BMW M3 Convertible recalls, many of which were applicable to the sedan and coupe too.

第一个记得要注意把宝马E92 M3 airbag recall, which stems from the ongoing Takata recall campaign. This involves all the airbags fitted to these cars, and are covered under various recall notices. There's another airbag recall to consider as well, but it applies only to 2008-vintage examples and relates to possible substandard connections in the side airbags and seatbelt pretensioner system, which may cause both of these items to fail to deploy when needed. Before buying an E9X BMW M3, make sure that all airbag recalls have been executed, as this is a potentially life-threatening defect.

Next up is a recall which affects most BMWs built between 2006 and 2013, and involves the PCV valve heater, which may short circuit and cause an engine bay fire (NHTSA Campaign Number 22V119000). A further recall involves the blower motor's wiring on many BMWs of this era, which may overheat and increase the risk of an electrical fire (NHTSA Campaign Number 17V676000).

BMW M3 E92 transmission problems also resulted in a recall for all 2008 and 2009 BMW M3s equipped with the optional DCT, to solve a problem that could see the car's engine cut out when rapidly slowing down. This is due to the DCT executing multiple down changes just before coming to a standstill, which then brings the car to a sudden stop, followed by a long delay before finding an appropriate gear. Fortunately, according to NHTSA Campaign Number 08V595000, this can be remedied by a simple software update of the DCT's control unit.

另一个电气系统相关的召回问题the main power supply from the battery's positive terminal to the fuse box, which may degrade over time and lead to a loss of electrical power or an inability to start. This is again a problem on many other BMWs from this era as well, so it's not exclusive to the M3. Just ensure that the recall repair has been performed according to NHTSA Campaign Number 13V044000.

The final recall isn't BMW's fault, but relates to possible defects on aftermarket replacement engine cooling fans, which were produced by Valeo. This fault entails a possible malfunction on the cooling fan's control circuit board, which may overheat and cause an engine fire. If your car has a replacement engine cooling fan, remember to check whether NHTSA Campaign Number 12E029000 has been executed.

When discussing problems that crop up with aging BMWs in general, some issues are to be expected as par for the course. This first problem will be of particular interest to owners who plan to let their M3s run wild on the track, and entails the standard oil cooler arrangement. While the OEM setup is adequate for road use, prolonged track sessions will send the oil temperature way out of safe boundaries, so we recommend upgrading the oil cooler if heavy track use is on the cards.

Some of the more common and/or serious 2008-2013 BMW M3 Convertible, Coupe, and Sedan problems are:

There's some good news for prospective E9X BMW M3 owners, too, because the BMW M3 E93,E92, and E90 don't present any other starting problems, serious electrical problems, or other mechanical maladies. They will be particularly happy to note that, while the E9X M3's engine is derived from the E60 M5's V10, it didn't inherit the hopeless SMG (automated manual) transmission from its larger sibling - the optional seven-speed dual-clutch unit is a lot nicer to live with, and nowhere near as troublesome.

Idle control valves deserve a mention, with some owners reporting sudden failures of this component. Symptoms include difficulty starting, rough running, and fluctuating idle speed. With a price of almost $920 excluding fitment, you really want to make sure that any E9X M3 you may consider has a smooth and steady idle.

一些E9X宝马M3 owners also reported the failure of their power steering hoses. They're made of rubber, and pure old age causes the rubber to perish and crack, and eventually burst. This is even more prevalent on cars that frequently do track work, as this activity increases the power steering fluid temperature above its normal level. Check the power steering hoses whenever you have any reason to inspect the car from underneath, as a failure here can render the car very difficult to steer.

There is one last hassle that will mostly present on 2008-2009 BMW M3s relating to their non-LED tail light clusters: The DRL strips on pre-facelift cars can break loose from their mountings. The chances are that these light strips will still illuminate as required, but the car's rear end will give off a lopsided look when running. The only solution to this issue is a set of new tail lights, unfortunately, which could cost upwards of $185 each for the outer (fender-mounted) units and about $150 for the inner (lid-mounted) units.

Given the number of known issues and recalls with earlier E9X BMW M3s, we'd steer clear of 2008-2009 examples, especially those with high mileage and the dual-clutch gearbox. However, if you can find one in original condition and in good health, and with a complete service history at a good price, it may be worth taking the risk. Just replace those rod bearings as soon as you take delivery (if it hasn't been done very recently), as this one weakness has the potential to sour your entire experience with an otherwise-remarkable car.

The 2010-plus BMW M3 had most of its teething troubles sorted out, so those are the ones we'd recommend to buyers. They will also have had the facelift applied, with nicer rear lights and a much better infotainment system, making for a more pleasant ownership experience. As for the choice between a manual or an automatic gearbox, it will all depend on your preferences. The manual will offer a more immersive driving experience, but the DCT will be much easier to live with if you regularly encounter heavy traffic.

As the very last naturally aspirated BMW M-car, the E9X M3 holds a special place in the hearts of most BMW M enthusiasts. A true sports car in a fairly practical wrapping, the fourth-generation M3 has the potential to make a keen driver grin non-stop without compromising on everyday usability. And while there are some hazards associated with long-term ownership of such an M3, the appropriate preventative maintenance will go a long way to ensuring that the E9X BMW M3 remains a faithful companion. It's a future collectible and the end of an era at BMW M, and those alone are enough reasons to find a good one and preserve it for posterity.