It has power on demand. What can I expect from the M3? Will I need to push it around town? Originally Posted by Jaypod. You sound like my buddies who have AMG's - Slam the gas, slam the brakes Appreciate 0. Private First Class. You have to turn on the power button otherwise there's lag.
You don't really need to push it hard to protect your license. I use my car everyday and that is the main reason why I go to work everyday. It is a fun everyday car. But fun is relative. Just enjoy it and be safe. Second Lieutenant. First Lieutenant. I just got home from letting my buddy drive my M he drives a xi. I wouldn't let him go over rpm until it warmed up and even before that he admitted there was a big difference. Once it was warmed up he just scared himself with it.
I drive mine days a year and while it does kill me to have rock chips and snow tires on I wouldn't change a thing. The car can be as boring as you want or as exciting as you want. It loafs to work every morning in traffic and then stretches its legs every afternoon on the way home.
I can't think of a better daily driver. Its like having a hot girlfriend who only has eyes for you. Lieutenant Colonel. Originally Posted by jbeene. Lieutenant General. I use mine as a daily driver. I do not use the power button, unless i am bored.
The car can be as docile as you want or u can mash the throttle and give your self a silly grin all the way home. Thats interesting, i find it to have enough torque even pulling from 40 in 7th. I came from a turbo hatchback of kg with lbft. So to go to a max of lbft at 4.
But the evolve stage 2 has cured it somewhat. Drives like a standard 3 series and feels smooth to me while in DCT mode 2. But press the M button and it changes character which might scare the kids a bit. Coker Wearing official crakows Jun 22, 1, I find it brilliant.
Comfortable with the EDC in Normal when pottering about, but also great in M mode when you fancy having some fun. What's your budget, OP? I don't find the lack of torque an issue whatsoever. To me, it doesn't lack it. Nav Wearing official crakows Feb 9, 1, I've had my E90 M3 for 4 years using it as a daily driver.
Wonderful car. Get one, you won't look back. WillM3 said:. Click to expand Love the Jekyll and Hyde attitude of the car, comfortable enough to cruise in but press the M button drop a few gears and off you go.
Also prefer the understated looks and the fact that it's a rare beast. I came from a mapped golf gti which had bags of torque low down but haven't missed it, the car just requires a bit more work to have it on the ideal gear hence dct is essential imo despite being a huge manual fan. Mine is non edc but has been fine. E92 M3 Monte Carlo Edition.
Had one and used as a daily for 4 years. Loved every minute of it. Do it. You won't regret it. Only thing that ever went wrong was actuators. That's it. P1 Colour Combo Sonic blue. Thanks for the replies. Rust can show up anywhere on Snowbelt cars, but common locations include the base of the windshield, above the license-plate lights, and near the rocker panels.
The brakes and the suspension components were uprated compared with those of the ordinary 3-series, but the E36 was still a few hundred pounds heavier than the pound E This engine was replaced in with a 3. A host of models was introduced, including the track-oriented only Lightweight—which cut some pounds from the standard car—a convertible, and a four-door sedan.
The E36 marked the debut of an automatic transmission in the M3, a five-speed unit from ZF. All told, over 36, U. The U. Problem areas are few. Early cars suffered from weak front strut towers, so check that the factory reinforcement plates have been fitted. A failure of either can leave you stranded by the side of the road at best and destroy an engine at worst. Head gaskets generally fail between , and , miles. High-mileage cars can suffer from failed differentials above , miles; the U.
Rust is commonly found on fender bottoms, in the bottoms of the doors, and on the edges of the trunklid. As with the E30 M3, be extra careful when looking at cars that have been tinkered with. When the E36 M3s began to enter the used-car market, many enthusiasts added super- and turbochargers—sometimes not carefully. Because the E36 was a mainstream car, owners range from apex-snarfing track hounds to soccer moms who simply wanted the hottest 3 on offer, and maintenance might not have been up to factory specs.
Unlike the E36 it replaced, the E46 M3 was carefully differentiated from its lesser brethren. Mechanically, this meant that countless suspension and body components—everything from control arms and subframes to damper anchor points—were strengthened, stiffened, or relocated in the search for speed and durability.
Cosmetically, the E46 paid homage to the E30 with special fender flares front and rear, and its fender vents were meant to recall the 3. Little did BMW know they would become a popular glue-on accessory for every pimped ride—and then factory-produced models—during the next few years.
It spat out hp and a coarse metallic rasp, leaping for its rpm redline like a machine possessed. The sedan configuration, however, was dropped for the E46, and coupes are more common—and desirable—as the convertibles pair a too-stiff suspension with a scuttle-shake-prone chassis.
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