The 2008 BMW M3 Convertible boasts a mean physique. At first glance you might be tempted to think it’s just another convertible out for a joy ride. But the bulging hood and quad exhausts tell a different story.
New for 2008, the fourth-generation M3 gets a 414-horsepower V-8. This is significant because it’s the first time a series production M3 has gotten a V-8. The previous generation came equipped with a 3.2-liter, 333-horsepower six-cylinder engine. Thus the new V-8 represents a 24 percent increase in power over the previous generation six-cylinder.
2008 BMW M3 Convertible
Transmission: 6-speed manual transmission
Horsepower: 414
Torque: 295 lb-ft
Drivetrain: RWD
Wheelbase: 108.7 inches
Height: 54.8 inches
Length: 181.8 inches
Width: 71 inches
MPG (city/hwy): 13/19
Base price: $67,475
As tested: $74,925
The rear-wheel drive M3 Convertible test vehicle came equipped with the six-speed manual transmission, and that combined with the super-fast engine provided hours of driving fun. I’m lucky enough to avoid most of the rush-hour traffic in my to-and-from-work commutes, so it was with sheer pleasure that I could accelerate up the on-ramp onto the Kennedy and then exit on the Ohio feeder ramp with enough oomph to feel the Gs while rounding the curve.
The optional transmission on the M3 is an automatic seven-speed double-clutch transmission ($2,700). Though I would prefer the manual on the M3, a co-worker who’s a BMW enthusiast said the dual-clutch (and pretty much every other option) are musts on his dream car because of the instantaneous gear selection that shifts faster than a mere mortal ever could.
While the M3 is a definite performer, it’s also very hungry. Someone who buys an M3 might not normally consider the cost of fueling up when purchasing the vehicle, but gas prices that are hovering around $4.70 per gallon for premium fuel in Chicago would make most people take a look at mileage figures. EPA estimates that the M3 Convertible will get 13 mpg in the city and 19 mpg on the highway. To top that off, the M3 adds a $1,700 Gas Guzzler Tax to the price of each vehicle.
Though the test vehicle did not have the optional transmission, it came stacked with pretty much every other option available. Base price for the M3 Convertible is $67,475, including destination and that Gas Guzzler Tax. Options included: Jerez Black Metallic paint ($550), Cold Weather Package ($750), Premium Package ($1,350), Technology Package ($3,250), 19-inch performance wheels ($1,200) and rear park assist ($350). The final price of the test vehicle was an incredibly steep $74,925.
Interestingly, this already expensive vehicle is set up so that everything is extra. And I just don’t agree with that. If you’re paying almost $70K for a vehicle, heated front seats, rear parking sensors and even the navigation system should come standard. Oh, and how about more than two paint colors that aren’t considered options?
The M3 in and of itself might not be a showstopper. It’s not in-your-face bold like the new Dodge Challenger, nor is it dramatically new like the Jaguar XF. However, it’s subtle and cool if you recognize what you’re looking at. I did get one random “nice car” comment from a passerby on the street. And when I took the test car to marathon training, I became very popular with the runners in my group. I had three passengers for the ride to breakfast, and there was definitely some picture taking involved.
The interior of M3 Convertible was incredibly comfortable with grippy seats and a nice thick steering wheel. The test vehicle included the optional Carbon Leather interior trim (part of the Premium Package), which really added an air of both luxury and sport. Instead of having carbon fiber or wood accents, the leather on the dash was actually woven to mimic carbon fiber.
The back seat fit two of the runners in my group – one average-height man, one average-height woman – but it was a tight fit … even behind my far-forward driving position. It was much more suited to a couple of 10-year-old boys who took a spin with me in the car. They were 4-foot, 9-inches and 4-foot, 11-inches and about 80 pounds, and they had plenty of room to push all the buttons, discover the optional through loading system that comes with the Cold Weather Package and walk away giving the M3 Convertible a thumbs up. That is once they managed to squeeze out of the back seat. Ingress and Egress to the rear of the vehicle isn’t easy no matter what your size.
There is, of course, a lot to like about the M3 Convertible, namely the performance. So, there’s no point quibbling with a 0-to-60-mph time of 5.1 seconds. But a lot of what bothered me – other than charging extra for everything – about the M3 is also apparent in the 3-Series and has nothing to do with performance at all.
Since most of the regular readers probably know how I feel about iDrive, I won’t even go there. Instead, I’ll dig into the retractable hardtop. Don’t get me wrong; I would much rather have a hardtop than a soft top. But I’m not a huge fan of how BMW put their top together. From the outside, the seams on the metal roof are very apparent and almost gaping. And then there’s this series of elaborate strings that pull a cloth liner up on the inside to cover any of the exposed top mechanisms. Throughout the test week, I had visions of the strings snapping, wondering how much it would cost to replace and rethread.
BMW definitely isn’t the worst application of a hard-top convertible, but there are others who do it better. Mercedes-Benz and Volkswagen, for example.
As the summer heats up, top-down weather is in full swing. The BMW M3 Convertible blends sleek convertible cruising with phenomenal performance. So, what it comes down to is: The M3 is a driver’s car. The convertible top and entry to the back seat are secondary.
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