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For those not familiar, this is the new enterprise undertaken by Richard Meaden, Jethro Bovingdon (both of Evo), and Chris Harris (formerly of Autocar). Registration required for access to full-size images.

Author: Richard Meaden
Image: David Shepherd



Twenty years have passed since BMW first took the dubious decision to behead the M3 Coupe then a low-volume, race-bred homologation special yet images of those misguided mutants still send shivers down enthusiasts spines. Not shivers of excitement, I should add, but of horror that a car with such finely crafted poise and purity of purpose could be so wantonly corrupted.

Much has happened in the intervening decades, not least the transformation of BMWs M Division from a once-mysterious engineering skunkworks to a high-volume, high-profile, high-profit brand in its own right.

Such proliferation may have diluted the currency and meaning of that iconic M badge, at least to enthusiasts old enough to remember cars like the M1, M635, original E28 M5 and iconic E30 M3, but the shift to a more mainstream market has made increasing sense of less focused cars such as the M3 Convertible.

Its a fact reflected in the inexorable increase in volume; from a total of just 800 E30 M3 Convertibles, rapidly increasing to 13,000 E36 models before more than doubling again in E46 guise to over 30,000 units.

So the E93 M3 Convertible is destined for sales success, but there's greater significance to this all-new model than showroom glory. This is the first new-generation M3 to feature BMW's much-anticipated M Double Clutch Transmission (M DCT), which comes as a 2590 option. The first such gearbox in the M3s sector, not to mention the first of its kind to feature seven speeds, its a technological departure from BMWs previous paddle-shift SMG transmission and follows the VW Groups well-established DSG system, Mitsubishis TC SST and Nissans DCT.

How good it feels depends largely on which mode you select. This in itself isnt the work of a moment, for just like the old SMG system, in addition to offering D (effectively a self-shifting automatic mode) and S, in which you control the shifts via the steering-wheel paddles, you can also set the shift speed, from a lazy 1 to a fast and furious 6. Its a choice made harder due to the M DCTs manner of delivery, which feels more synthesised the faster the speed you select.

This leaves you with an unexpected dilemma. Take the lazy option by slotting the lever into D with DRIVELOGIC set at a modest level 2 and M DCT transmission is little short of sensational. Ultra-responsive yet sweet-shifting even in kick-down it delivers effortless progress and takes the sting out of the most painful urban traffic conditions. However, slot S and crank up the shift speed and rather than relentlessly rapid, metronomic shifts akin to those of the Nissan GT-R, you get punchy shifts with a very slight delay. According to an engineer we spoke to at the Geneva Motor Show this was engineered into the transmission to foster a sense of mechanical connection. While laudable in principle, were not entirely convinced by it in practice.

BMW's decision to give the M DCT system its debut in the M3 Convertible is as frustrating as it is cunning, for it makes it almost impossible to make a direct like-for-like comparison with its manual brethren. How so? Because the E93s metal folding roof weighs a whopping 230kg, resulting in the Convertible tipping the scales at just over 1900kg. Though this figure puts it on a par with rival Audi RS4 and Mercedes CLK drop-tops it still doesnt make such morbid obesity right.

Despite the added bulk, BMWs own acceleration figures claim the M DCT-equipped Convertible is a few tenths quicker to 62mph than a manual model (5.1sec versus 5.3). This is all down to the double-clutch transmissions mighty impressive though largely pointless launch control mode, which executes the perfect standing start. Despite this theres no hiding the fact that in normal cut-and-thrust driving the significantly heavier Convertible lacks the Coupes electric in-gear response. No surprise given its constantly lugging the equivalent of three extra passengers around.

It says a lot about the M3s magnificently rev-hungry M Power V8 that the Convertible remains an impressively rapid machine by normal standards, even if the immaculately potent motor does have to dig deeper than youd hope in the first three gears. At least you get to hear the engines induction-led holler more often as a result; the deep, bassy note climbing to a memorable, metallic crescendo as the tacho needle sweeps passed 8000rpm. Just be sure not to glance at the fuel gauge needle, which will be plummeting in the other direction.

Although the extra weight takes the edge off M3s in-gear pace this doesnt feel like a two-tonne car through the corners. The optional EDC switchable dampers (1295) undoubtedly help control the Convertibles mass whether youre attacking a fast, smooth, sinuous A-road or a bumpy, tangled B-road, while the steering is feelsome enough to give confidence in the front end however hard you push. We prefer the middle setting for the dampers, combined with the lesser assistance provided by the power steerings Sport setting. As ever, all this and more can be triggered by one touch of the M button (or the roundabout button, as we like to call it), which surely has to be the single most useful switch in any modern high-performance car.

Theres a subtle but noticeable change in feel with the roof down. It isnt a deal-breaker, but if youre sensitive (or used to the feel of the M3 Coupe) youll detect a slight softening of turn-in response as the lateral loadings apply twisting force to the Convertibles structure. Cross paths with an especially nasty pothole and theres a chance youll also feel the impact kick back through the steering wheel, although such instances are rare.

Pleasingly theres only a modest level of buffeting, even at speed with all the windows down and the anti-buffet screen stowed safely in the boot. The roof mechanism itself operates with mesmerising efficiency, lowering or raising in just 22sec. Rather less pleasing is the amount of space occupied by this masterpiece of metal origami, for once lowered, it shrinks the boots capacity to an absurd degree. Its a graphic reminder that convertible is often a watchword for compromise.

Despite the underlying feeling that a car like the M3 Convertible simply shouldnt weigh two tonnes, its impossible not to conclude that the new M3 Convertible is still a pleasure to drive. That this is largely down to the M DCT transmissions mellow side, rather than its flat-out capabilities, makes both the car and the gearbox a qualified success. However well reserve final judgement on the gearbox until weve tried it in the lighter, more dynamic M3 Coupe and saloon. To be continued

Vehicle Spec.
Engine: V8, 3999cc, 32v
Power: 414bhp at 8300rpm
Torque: 295lb ft at 3900rpm
Top speed: 155mph (limited)
0-62mph: 5.1 seconds
Price: £54,760
On sale: Now
PLUS: The M Division has retained the M3s superb dynamics in the conversion to a full convertible and the engine sounds even better with the folding metal roof stowed. The M DCT gearbox is terrific in auto mode, and smooth and punchy in its middle settings in manual
MINUS: At over 1900kg the M3 is unforgivably heavy and even with 414bhp the 4.0-litre V8 struggles against the weight, only feeling truly rapid at the top end. Select the fastest shift-speed and M DCT feels a bit contrived, too, the engineered-in thunk being a bit too clumsy for our liking.

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