There’s a palpable buzz within the BMW enthusiast community. It seems many who missed the boat on owning older M cars back in the day are now eagerly snapping them up, often at eye-watering prices. While everyone’s automotive preferences are valid, and if a BMW E92 M3 Coupe has always been your dream, it’s understandable to seek one out now that production in Regensburg has ceased.
However, the E92 M3 is more than just another classic car.
While I was too young to truly appreciate the debuts of the E30 or E36 M3, and only in high school when the E46 arrived, the E92 M3 was the first M model that genuinely captured my desire from its initial release. The connection was so strong that I even bought one brand new. That was thirteen years ago, and I haven’t driven a stock S65 since. Much has changed in the automotive landscape since then – so the question is, does the E92 M3 still hold up as well as I remember?
Or perhaps more accurately, does it live up to the idealized image I’ve maintained in my mind?
Reasons to Consider the E92 M3:
- Timeless and enduring design.
- High-revving 8,400 RPM capability.
- Excellent driver feedback and feel.
Drawbacks of the E92 M3:
- The E46 M3 arguably offered a more engaging driving experience.
- The V-8 engine might not feel as exceptional as nostalgia suggests.
- Interior design may feel dated to some.
Soul Score
8/10
The E92 M3 excels in certain aspects compared to contemporary M3 models, while also falling short in others. It’s a unique blend of classic and modern M engineering.
Quick Facts about the BMW E92 M3
E92 M3 Model Years?
The fourth generation M3, the E92, was produced for the US market from 2008 to 2013. The E9X generation encompassed three body styles: the E90 sedan, the E92 coupe, and the E93 hardtop convertible. Of these, 15,799 coupes were manufactured for the US market throughout its production run. In 2011, the Coupe received a BMW Life Cycle Impulse (LCI) update, which included revised taillights and the introduction of the coveted Competition Package (ZCP).
What Makes the E92 M3 So Desirable?
The E92 M3’s significance is amplified by what followed it. The F82 M4, which replaced the E92 M3 Coupe in 2015, transitioned to a turbocharged inline-six engine, marking the E9X as the last naturally aspirated M car from BMW – and indeed, BMW’s final naturally aspirated model across their entire lineup. It’s also the last M3 generation available without the iDrive system as standard and retains hydraulic steering, unlike the fully electronic systems in later models. The E92’s enduring legacy is inextricably linked to its engine, not just for its naturally aspirated nature, but also for its incredibly high redline.
Does the E92 M3 Have a V-8 Engine?
Yes, the E92 M3 is powered by BMW’s S65 V-8 engine. This remarkable powerplant delivers 414 horsepower and 295 lb-ft of torque, with a breathtaking redline of 8,400 RPM. It remains the sole V-8 engine ever fitted to an M3, and uniquely, this engine was exclusive to the E92 M3 within the BMW range.
How Reliable is the E92 M3?
The most significant Achilles’ heel of the E92 M3 lies within its engine. The S65 V-8 is known to be susceptible to rod bearing failure. Therefore, verifying that the rod bearings have been replaced is crucial when considering a pre-owned E92 M3. Throttle actuators are another commonly reported failure point. Aside from these engine-related concerns, the E92 M3 is generally considered a reliable vehicle, and personally, I have not encountered any significant issues during my ownership experience with the car.
The 2010 BMW E92 M3 Coupe: A Detailed Overview
What are the key changes that define the E92 M3 compared to its predecessors and successors? Firstly, consider the size. The E92 M3 weighs in at approximately 3,600 pounds. At the time of its release, this was considered a substantial figure, causing some concern among enthusiasts. However, if you were to weigh a modern G80 M3 today, you’d find the difference is… well, significant.
What’s an extra 500 pounds among friends, right?
The next major shift is the engine. The S65 V-8 is undoubtedly one of BMW’s most iconic engines. The move to a V-8 was arguably necessary to compete with rivals like Audi and Lexus, but it marked a significant departure from the traditional inline-six configuration that had long been synonymous with the M3. While the V-8 revs with incredible enthusiasm, its high-revving nature meant lower torque output at lower RPMs. This led to the somewhat tiresome debate with 335i owners who would argue their turbocharged cars were superior due to the readily available low-end torque and the “whooooshh” sound of their turbos.
That particular argument has always grated on me. Ironically, the turbocharged proponents ultimately “won” – as now, M3s also go “wooooosh” thanks to forced induction.
And what about the styling? I have to say, in a hushed tone, leaning closer to the screen… I think the E92 M3 looks better than the F80.
However, despite its strengths, the E92 M3 isn’t without its shortcomings, as we’ll explore further.
Performance: 7/10 – A Solid Performer, But Not Class-Leading
BMW E92 M3 Coupe Side View on Road
Back in my high school days, being part of the track and field team was a significant achievement. I dedicated myself to training, worked diligently, and by my senior year, I earned a varsity letter. Looking back now, that accomplishment evokes far less excitement than it did in the moment.
The E92 M3 evokes a similar feeling. In 2010, it felt undeniably fast and exhilarating. Today? Let’s just say that varsity jacket has been gathering dust for a reason. Performance expectations have moved on.
Engine Performance: The S65 V8 Under Scrutiny
While I’ve previously expressed the sentiment that the S65 might not be as universally praised as nostalgia suggests, it remains a very good engine, and arguably one of the best engines BMW M has ever produced.
Let’s examine the power delivery. 295 lb-ft of torque might seem modest by today’s standards, and even back then, it wasn’t a particularly high figure. However, the E92 M3 never felt sluggish or unresponsive off the line. It simply required a different driving style, one that rewarded revving the engine. Still, when a modern BMW 430i boasts similar torque figures, it becomes harder to label the E92 M3 as genuinely fast or thrilling in outright acceleration.
414 horsepower is also now fairly commonplace. Even when new, the E92 M3 never quite felt as rapid as the on-paper numbers might suggest. It’s a prime example of a car whose 0-60 mph times are more impressive than its real-world feel of speed. Equip an E92 M3 with the DCT transmission and employ launch control, and you can achieve a 0-60 mph sprint in around 3.9 seconds. However, in typical everyday driving, that figure stretches closer to the 5-second mark.
The S65 V8 produces a glorious sound, but BMW’s decision to heavily mute it with a large stock muffler is puzzling. If any car cries out for an aftermarket exhaust system, it’s the E92 M3 (this particular example was fitted with a delightful Borla ATAK exhaust). In its factory configuration, the S65 lacks the pops, burbles, and artificially amplified noises prevalent in turbocharged engines, resulting in a more authentic, albeit quieter, auditory experience.
If you’re a devoted E92 M3 enthusiast, my recommendation is to consider supercharging it. Doing so effectively addresses any perceived performance shortcomings while amplifying the engine’s inherent character.
Transmission Options: Manual vs. DCT
The six-speed manual transmission in the E92 M3 is understandable for purists, but like many modern BMW manuals, it feels somewhat rubbery and notchy. The exceptionally tall shifter lever protruding from the center console further contributes to a less-than-perfect manual experience. Upgrading to an F10 M5 shifter is a common modification to improve the feel.
However, in retrospect, I would now advise opting for the DCT (Dual Clutch Transmission) version. The DCT truly complements the high-revving nature of the V-8 engine. It delivers faster shifts, maintains uninterrupted power delivery, and enhances the overall driving enjoyment, particularly when exploiting the engine’s rev range. The clutch in the manual version engages quite low, requiring a full pedal press. Furthermore, the throws are surprisingly long compared to more modern M cars like the G8X.
Steering and Chassis Dynamics: Hydraulic Feedback, But Not Benchmark
Being the last M3 to feature a hydraulic steering rack, the E92 M3 offers significantly better steering feedback compared to newer models. In fact, after driving the E92, the M8 I drove to this photoshoot felt positively numb in comparison. However, judged against its contemporaries, the E92 M3’s steering is merely average. An Infiniti G37 provides a more engaging steering feel, and the E46 M3’s steering is in another league altogether.
It wasn’t until I tracked an F80 M3 for the first time many years later that I fully realized the relative softness of the E92 M3’s chassis. It exhibits noticeable body roll in corners and tends to feel less composed over bumps than one might expect from a performance car. The E92 M3 is a more forgiving M car at the limit, making it a potentially good starting point for those new to track days. The chassis is predictable, and the engine’s torque delivery isn’t so overwhelming as to induce sudden, unexpected oversteer.
The absence of the Competition Package’s 10mm lower ride height on this 2010 model is not a significant loss. The standard suspension setup is arguably more comfortable. In my own E92 M3 equipped with the adjustable EDC suspension, the firmest setting was reserved for moments of self-punishment or deterring second dates.
While aftermarket suspension modifications can sharpen the E92’s handling, evaluating the car in its factory configuration reveals that it’s not quite as “M-focused” as some might hope.
Brakes: A Clear Area for Improvement
Undoubtedly, the weakest aspect of the E92 M3 is its braking system. The brakes are prone to fading under hard use. The brake pedal feel is somewhat soft, and aesthetically, they are not particularly appealing.
Fitted with cross-drilled rotors, the primary issue stems from the front calipers, which utilize a single-piston design. While modern cars sometimes err on the side of excessively high piston counts in calipers, a four-piston front brake caliper system should have been standard on a car with the E92 M3’s performance potential. Generally, more pistons in a caliper result in more even brake pad pressure and improved stopping power. For typical street driving at moderate speeds, the brake shortcomings might be less noticeable.
A popular and effective upgrade is to retrofit the superior braking components from the F80 M3, demonstrating that BMW does learn and improve over time.
In recent years, BMW M seems to have adopted a more serious, less playful persona. Think Christian Bale’s Batman, rather than Michael Keaton’s. The E92 M3 occupies a transitional space, straddling the line between old-school and new-school M philosophies. It’s a fascinating car to drive in the present day, but it lacks the ultimate level of polish and refinement that some might expect.
Perhaps it never truly possessed that ultimate refinement, even when new.
Lifestyle Score: 8/10 – A Practical Coupe
The E92 M3 coupe offers a surprising degree of practicality for a performance car. I once managed to fit a large television in the trunk. Rear passenger space is adequate; friends could comfortably sit in the back without complaint. The E92’s overall shape is well-proportioned. Unlike the more aggressively sloped roofline of later M4 Coupes, headroom in the rear is not a significant issue. While the E92 is larger than the E46 M3, that added size translates into genuine usability.
The front seats are acceptable – they wouldn’t feel out of place in a mainstream sedan like a Camry. However, in the context of an M3, they position the driver too high. The question of “Why can’t I lower the seat cushion more?” frequently comes to mind.
Furthermore, when driving with enthusiasm, the lack of lateral support becomes apparent, with occupants sliding around on the wide, flat seat bases. While carbon bucket seats might be too extreme for some, the standard E92 M3 seats are at the opposite end of the spectrum in terms of bolstering.
Although trimmed in nice leather, the seats create a sensation of sitting on the car rather than in it. Another noteworthy detail is BMW’s continued use of gas struts for the trunk lid in the E9X generation, as opposed to the space-intruding hinges introduced in the subsequent F generation. The gas strut system enhances cargo-carrying capacity, making the E9X trunk more practical.
Fuel Economy: 8/10 – Realistic Consumption
Fuel economy in the E92 M3 is, predictably, dependent on driving style.
You might spend time pushing the car hard at meets and track days, but daily driving inevitably involves cruising. In such mixed use, the E92 M3 typically averages around 18 MPG.
Interestingly, that’s comparable to what a G8X M3 achieves (both manual transmission models). This raises the question of whether the shift to turbocharged engines is truly necessary for improved fuel efficiency, especially when considering the overall environmental impact.
The 16-gallon fuel tank in the E92 M3 is on the smaller side (originally intended for a standard 3-Series model). Once the fuel gauge approaches empty, the needle drops rapidly.
Features and Comfort: 7/10 – Still Relevant in the Modern Era
The E92 M3’s interior and exterior design reflect the era in which it was conceived, blending early digital elements with the last vestiges of BMW’s classic orange-illuminated pixel displays. This combination is appealing and remains functional, albeit somewhat austere by modern standards.
Features That Hold Up Well for a 2008 Design
The optional Fox Red Merino Leather interior is particularly attractive and has aged gracefully. However, the key insertion slot in the dashboard to start the car feels somewhat antiquated now.
The E92 M3 was the last M3 generation offered without a standard infotainment screen. If you opted for iDrive and the distinctive “double hump” dashboard design, the system, for the most part, doesn’t feel excessively outdated.
The perceived age of the iDrive system depends on the specific model year. BMW updated the system in 2009 with a revised iDrive controller and a newer operating system. Pre-2009 E9X models feature a large silver iDrive knob and graphics reminiscent of the older E65 7 Series. The E9X generation is the final M3 with an optional screen, and the “single hump” dashboard without iDrive, as seen in this review car, presents a cleaner aesthetic. The owner of this car cleverly addressed the infotainment limitations by installing a modern aftermarket touchscreen unit that replaces the factory stereo, a practical solution.
Elsewhere in the interior, the E92 M3 offers large, easily readable analog gauges for the tachometer and speedometer, supple Novillo leather that still feels luxurious despite the seats’ lack of bolstering, a well-shaped steering wheel, and even automatic seatbelt extenders. It was a well-equipped car for its era.
This particular example is also equipped with a sunroof – a feature that, despite some purists’ objections, is a desirable option for many.
Exterior Styling: Aging Gracefully
Whether finished in Black Sapphire Metallic, Interlagos Blue, or even the divisive “baby poop green” (likely referring to Java Green), the E92 M3 remains a visually appealing car. While the F8x generation might be considered the more universally admired for its styling, the E92 holds its own.
Certain details, such as the halogen bulb angel eye headlights and the incandescent taillights on pre-LCI models, can betray the car’s age. However, overall, the design has aged remarkably well. Signature M design cues are present, including the double-arm M mirrors (introduced with this generation), the optional carbon fiber roof, and the prominent power dome on the hood.
The overall aesthetic is understated, especially when parked alongside a standard 335i Coupe. Compared to the aggressively styled, “roided-up” M cars of today, the E92 M3 presents a cleaner, more refined appearance.
Alternatives to Consider in the Sport Coupe Segment
The BMW E92 M3: V8 Appeal Alone Isn’t Enough to Grant a Free Pass
Every conversation about the E92 M3 seems to follow a predictable loop. It begins with “V-8,” and invariably circles back to “Yes, but… that V-8.”
In the context of modern performance engines, the S65 V-8 is merely good, not exceptional. The Corvette Z06 demonstrates that high horsepower and high-revving capability can coexist. Consider also the Ford Mustang GT350, with its 5.2-liter V8 that redlines at 8,250 RPM. Before you flood my inbox with emails criticizing my automotive opinions, keep in mind that certain rare E92 M3 variants, such as the Lime Rock Edition, can command six-figure prices.
However, the standard E92 M3 does not deliver a six-figure driving experience in its stock form.
BMW E92 M3 Front Angle on Road
Instead, acquiring an E92 M3 in the $30,000-$40,000 range, addressing the suspension shortcomings, and considering forced induction offers a more compelling path to creating a truly special car. The underlying point is that modifications are often necessary to unlock the E92 M3’s full potential.
Frankly, that sentiment has been present since the day I drove my own E92 M3 off the dealership lot years ago.
But despite its imperfections, and perhaps somewhat paradoxically, it remains the best “modern” M3.
2010 BMW M3 Coupe Specifications
Vehicle Type: Front-engine, rear-wheel-drive, two-door, four-passenger coupe.
PRICE
Base (2010): $58,400
POWERTRAIN
Engine: 4.0-liter naturally aspirated V-8
Horsepower: 414 @ 8,300 RPM
Torque: 295 lb-ft @ 3,900 RPM
Transmission: Six-speed manual transmission
DIMENSIONS
Wheelbase: 108.7 in
Length: 181.8 in
Width: 71 in
Height: 55.8 in
Curb Weight: 3,704 lbs
EPA FUEL ECONOMY
Combined/City/Highway: 16 / 14 / 20 MPG
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