freerider
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PLAN ON GETTING AN E46 M?
Heres what to look out for when buying a 4-Pipe.
If you’re after an everyday supercar, few vehicles can rise to the challenge like BMW’s third-generation M3. Capable of delivering thrills with every drive, the M3 offers a sublime chassis with a beautifully free-revving 3.2-litre straight six motor.
With the new E92 M3 already launched in SA, many are expecting the E46 M3 used market to be abuzz with great deals. But what does one look out for when buying a used E46 M?
Superbly built and fabulously equipped, the last six-cylinder M3 is a truly great car, but there are potential pitfalls too. Here’s how to avoid getting caught out.
History
The third-generation M3 was part of the E46 3-Series range and was introduced in October 2000. It had a lot to live up to, but those expectations were exceeded as BMW’s M Division proved to be on top of its game.
By the following year there was a convertible option with a fabric roof. Around the same time, BMW also introduced its SMG transmission, offering fully auto or sequential manual modes. The most hardcore version appeared in July 2002 wearing the legendary CSL badge. With a carbon fibre roof, an extra 12 kw, stronger brakes and 19-inch alloys, it looked great and went even better. However it sold for an incredible R395000 more than the standard car.
The E46 M3 put out 104bhp per litre which is an amazing output per litre, even in 2006. The M3 could go from 0-100 kmh in 5.4 seconds and had a redline of 8000rpm. The induction note and metallic sound of this engine at high revs is one of the most inspiring sounds in high performance motoring. The car was developed on the Nurburgring in Germany, covering over 130000 kms on one of the most challenging circuits in the world. The car originally cost well over R500000 but can now be had for under R220000.
What to look for
The M3 is popular with keen drivers, but crashed cars are still common. That’s why you’re often better off buying through a BMW dealer and getting a car with a warranty, instead of taking the private route. If you do go it alone, carry out an AA test and invest in a full inspection. Pick a convertible and a factory hard top is desirable (if you have somewhere to store it), although the triple-layer soft-top is good at keeping the elements at bay. Work out whether you want the manual or SMG transmission; both are fine but they give the car different characters – if you do a lot of urban driving the SMG makes more sense.
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-litre displacement without lengthening the block. The second reason is strength. Given that this engine develops a fully 252kw from 3.2 litres – significantly over 100 hp per litre – its internal stresses are immense.
The biggest problem with the M3 engine was crankshaft big end bearings and the problem could occur at any time from 10000 kms to 100000 kms. This problem should have been cured with a raft of improvements such as uprated oil pumps, filters and the like. This work should have been carried out under warranty so if your buying a pre June 03 car check the work has been carried out. The CSL had none of these problems. Chipping the engine make little difference unless accompanied by reworked engine internals so stay away from modified examples. On CSL models check the induction flap is working and that the DME software upgrades are up to date.
Gearbox
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 in 1996. BMW M decided to develop the SMG concept to a 2nd generation. Thus the SMG now offered in M3s is in reality SMG II, evolved to a significantly higher state of perfection than the original system.
Few issues here although the SMG Gearboxes experienced a few problems, although these can be cured with an up to date software upgrade. There was a recall in 2004 to replace the SMG relay module after premature wear on earlier cars, ensure this has been carried out. There have also been reports of clutch slip on earlier cars and this was found to be a software glitch which did not take into account clutch wear, a software upgrade has sorted this.
Suspension
There have been reports of premature wear on the front wheel bearings due to the bearings themselves working loose. Make occasional checks for wear and this shouldn’t be a problem. The connecting arm on the front anti roll bar can sometimes come loose causing a metallic tapping noise when driving over rough surfaces, a uprated design should have been fitted under warranty by BMW. The CSL and M3 use the same suspension bushes and these are not up to the task of track days. After a few thousand kilometres of track use they may need replacing whereas on the road they should last much much longer.
Brakes
Brakes can begin to rumble under heavy usage on the road a after a few laps on the track. Regular track users can upgrade to APRacing 355mm front discs with 6 pot calipers.
Bodywork
The nose of the E46 is vulnerable to stone chips and if not looked after can look scruffy. Examine closely for accident damage with the front and rear quarter panels being particularly venerable. Splits and cracks on the CSLs front splitter is common after contact with high kerbs, these cost a lot to replace as these are carbon fibre. The rails parallel to the carbon roof can become discoloured but this can be replaced under warranty.
Wheels and Tyres
The 18inch wheels are not popular but offer a better ride and less tendency to tramline. The 19inch wheels can be kerbed easily with refurbishment being expensive. Several CSLs were supplied with normal M3 19inch wheels instead of the appropriate CSL versions. The M3 wheels are narrower and hit the resale value of the car. BMW dealers were often wrongly informed that the CSL wheels could only be fitted with the Michelin Cup cut slick tyres. The CSL can eat the Michelin Cups on track if the camber is not adjusted to the -1.25Degrees standard factory setting and not the Michelin guideline of -2Degrees. There are no alternative tyres available in the size of the original Michelin Cups so bargaining/shopping around could be a problem.
Exhaust
Vogele 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, 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.
The CSL is fitted with its own unique exhaust system which has thinner walls and is lighter than that fitted to the M3, but some owners still upgrade the exhaust system. Power improvement can only come from the fitting of high flowing race cats which are also louder.
Interior
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.
There have been cases of door handles failing but these have been sorted under warranty. The Carbon fibre panels on the CSL are prone to scratching but the Alcantara is hard wearing.
Alternatives
The M3’s obvious rivals both hail from Germany - the Audi RS4 and S4, and the Mercedes C32 AMG and C55 AMG. While the Audi was available in sedan and convertible forms, the Mercedes is only available in sedan form. Despite the RS4 and C55 packing more grunt that the M3, neither of the BMW’s rivals offers the same thrills, but they’re subtle, superbly constructed and devastatingly quick.
If you want something a little less predictable, try the Chevrolet Lumina SS. With a thundering 270 kw Corvette V8 in a discreet bodyshell, it’s an enticing prospect – especially with prices starting at under R350000 brand new.
Heres what to look out for when buying a 4-Pipe.
If you’re after an everyday supercar, few vehicles can rise to the challenge like BMW’s third-generation M3. Capable of delivering thrills with every drive, the M3 offers a sublime chassis with a beautifully free-revving 3.2-litre straight six motor.
With the new E92 M3 already launched in SA, many are expecting the E46 M3 used market to be abuzz with great deals. But what does one look out for when buying a used E46 M?
Superbly built and fabulously equipped, the last six-cylinder M3 is a truly great car, but there are potential pitfalls too. Here’s how to avoid getting caught out.
History
The third-generation M3 was part of the E46 3-Series range and was introduced in October 2000. It had a lot to live up to, but those expectations were exceeded as BMW’s M Division proved to be on top of its game.
By the following year there was a convertible option with a fabric roof. Around the same time, BMW also introduced its SMG transmission, offering fully auto or sequential manual modes. The most hardcore version appeared in July 2002 wearing the legendary CSL badge. With a carbon fibre roof, an extra 12 kw, stronger brakes and 19-inch alloys, it looked great and went even better. However it sold for an incredible R395000 more than the standard car.
The E46 M3 put out 104bhp per litre which is an amazing output per litre, even in 2006. The M3 could go from 0-100 kmh in 5.4 seconds and had a redline of 8000rpm. The induction note and metallic sound of this engine at high revs is one of the most inspiring sounds in high performance motoring. The car was developed on the Nurburgring in Germany, covering over 130000 kms on one of the most challenging circuits in the world. The car originally cost well over R500000 but can now be had for under R220000.
What to look for
The M3 is popular with keen drivers, but crashed cars are still common. That’s why you’re often better off buying through a BMW dealer and getting a car with a warranty, instead of taking the private route. If you do go it alone, carry out an AA test and invest in a full inspection. Pick a convertible and a factory hard top is desirable (if you have somewhere to store it), although the triple-layer soft-top is good at keeping the elements at bay. Work out whether you want the manual or SMG transmission; both are fine but they give the car different characters – if you do a lot of urban driving the SMG makes more sense.
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-litre displacement without lengthening the block. The second reason is strength. Given that this engine develops a fully 252kw from 3.2 litres – significantly over 100 hp per litre – its internal stresses are immense.
The biggest problem with the M3 engine was crankshaft big end bearings and the problem could occur at any time from 10000 kms to 100000 kms. This problem should have been cured with a raft of improvements such as uprated oil pumps, filters and the like. This work should have been carried out under warranty so if your buying a pre June 03 car check the work has been carried out. The CSL had none of these problems. Chipping the engine make little difference unless accompanied by reworked engine internals so stay away from modified examples. On CSL models check the induction flap is working and that the DME software upgrades are up to date.
Gearbox
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 in 1996. BMW M decided to develop the SMG concept to a 2nd generation. Thus the SMG now offered in M3s is in reality SMG II, evolved to a significantly higher state of perfection than the original system.
Few issues here although the SMG Gearboxes experienced a few problems, although these can be cured with an up to date software upgrade. There was a recall in 2004 to replace the SMG relay module after premature wear on earlier cars, ensure this has been carried out. There have also been reports of clutch slip on earlier cars and this was found to be a software glitch which did not take into account clutch wear, a software upgrade has sorted this.
Suspension
There have been reports of premature wear on the front wheel bearings due to the bearings themselves working loose. Make occasional checks for wear and this shouldn’t be a problem. The connecting arm on the front anti roll bar can sometimes come loose causing a metallic tapping noise when driving over rough surfaces, a uprated design should have been fitted under warranty by BMW. The CSL and M3 use the same suspension bushes and these are not up to the task of track days. After a few thousand kilometres of track use they may need replacing whereas on the road they should last much much longer.
Brakes
Brakes can begin to rumble under heavy usage on the road a after a few laps on the track. Regular track users can upgrade to APRacing 355mm front discs with 6 pot calipers.
Bodywork
The nose of the E46 is vulnerable to stone chips and if not looked after can look scruffy. Examine closely for accident damage with the front and rear quarter panels being particularly venerable. Splits and cracks on the CSLs front splitter is common after contact with high kerbs, these cost a lot to replace as these are carbon fibre. The rails parallel to the carbon roof can become discoloured but this can be replaced under warranty.
Wheels and Tyres
The 18inch wheels are not popular but offer a better ride and less tendency to tramline. The 19inch wheels can be kerbed easily with refurbishment being expensive. Several CSLs were supplied with normal M3 19inch wheels instead of the appropriate CSL versions. The M3 wheels are narrower and hit the resale value of the car. BMW dealers were often wrongly informed that the CSL wheels could only be fitted with the Michelin Cup cut slick tyres. The CSL can eat the Michelin Cups on track if the camber is not adjusted to the -1.25Degrees standard factory setting and not the Michelin guideline of -2Degrees. There are no alternative tyres available in the size of the original Michelin Cups so bargaining/shopping around could be a problem.
Exhaust
Vogele 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, 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.
The CSL is fitted with its own unique exhaust system which has thinner walls and is lighter than that fitted to the M3, but some owners still upgrade the exhaust system. Power improvement can only come from the fitting of high flowing race cats which are also louder.
Interior
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.
There have been cases of door handles failing but these have been sorted under warranty. The Carbon fibre panels on the CSL are prone to scratching but the Alcantara is hard wearing.
Alternatives
The M3’s obvious rivals both hail from Germany - the Audi RS4 and S4, and the Mercedes C32 AMG and C55 AMG. While the Audi was available in sedan and convertible forms, the Mercedes is only available in sedan form. Despite the RS4 and C55 packing more grunt that the M3, neither of the BMW’s rivals offers the same thrills, but they’re subtle, superbly constructed and devastatingly quick.
If you want something a little less predictable, try the Chevrolet Lumina SS. With a thundering 270 kw Corvette V8 in a discreet bodyshell, it’s an enticing prospect – especially with prices starting at under R350000 brand new.
