The only thing more searing than the paint job of the BMW M3 GTS is its performance.
In its latest GTS guise, the current fourth-generation BMW M3 has morphed from a rapid driving machine into a rabid one.
This newcomer provides yet more proof that the engineers in BMW’s M division are actually overgrown boy-racers.
For this new rocket for the road, they have employed the classic go-faster technique of less weight plus more power.
These guys certainly have the experience. Back in 1993, they prepared a race-spec BMW M3 GTR that weighed 160kg less and had 39bhp more than the road-going coupe.
BMW M3 GTS’ cockpit has the Alcantara and the attitude that a racetrack refugee requires on the road.
More recently in 2003, BMW launched the M3 CSL (Coupe Sport Lightweight), which shed 110kg and gained 17bhp over the heavyweight coupe.
The “profit” and “loss” this time with the BMW M3 GTS are 30bhp and 70kg respectively, enough to boost the power-to-weight ratio to almost 300bhp per tonne, matching that of the M6.
Even though at 1605kg, the M3 GTS is still rather hefty, being close to that of the 523i saloon, the 70kg saving is enough to offset the driver at the wheel, with the added 30bhp and 40Nm providing further impetus.
The carbon-reinforced plastic (CRP) roof already employed on the outgoing M3 coupe has been brought over to the BMW M3 GTS.
Varnish-coated, it is not only significantly lighter than a conventional steel roof, but it also lowers the car’s centre of gravity, which should help cornering performance, at least in theory.
Providing additional downforce is a WTCC 320si-style rear spoiler, whose angle of attack is adjustable, so the owner (or his grease monkey) can set it according to competition (or errand) requirements.
Both the soaring GT wing and the carbon roof look great.
Less of a looker and more for “killing” kilos, is the lightweight polycarbonate (a super-strong type of plastic) that has replaced the heavy glass of the rear windscreen and rear side windows.
The rear demister is no more, of course, which not only saves some wiring but also energy from the engine (demisting uses a lot of electricity after all).
Also thrown out the now polycarbonate window are the back seats. In their place is a partial roll cage, which can be extended to become a complete structure ready to race.
There is provision for a pair of six-point racing harnesses, but the street-spec M3 GTS tested here uses three-point automatic seat belts.
An on-board fire extinguisher, delivered together with the vehicle, can be securely affixed to the shelf where the back seats used to be.
Racing drivers and Civil Defence officers alike will appreciate this feature.
Massive anchors enable the BMW M3 GTS to brake harder and later than its rivals in a high-speed tarmac battle.
Acres of Alcantara overshadow the token carbon fibre trim in the cockpit.
A more aggressive application of the motorsport material would have been welcome, but there is no complaining about the Recaro bucket seats with their perfectly fixed backs and fantastic support.
BMW says that the “acoustic insulation is configured specifically for the vehicle”, which in plain English probably means that there is less padding against noise, vibration and harshness – hardly critical issues anyway with a race track refugee like this.
Right out of the box, the BMW M3 GTS is indeed prepared to hit the circuit.
Lowered 16mm at the front and 12mm at the rear, the car sits closer to the tarmac, and it sports proper coilovers (in screaming yellow).
Poised within the 19-inch forged alloy wheels are brake discs upsized to 378mm front and 380mm rear (from 360mm/350mm originally), making them even bigger than the M6’s.
They are coupled with 6-piston front and 4-piston rear callipers, together with steel braided brake hoses (which hold up better than rubber brake lines during hard driving).
It needs these powerful anchors because the V8 under the BMW M3 GTS’ prominent powerdome has been modified to produce 450bhp and 440Nm.
BMW M3 GTS’ titanium exhaust system is an automotive symphony of pops crackles and thunderclaps.
The M3’s 3999cc naturally aspirated engine has been stroked up to 4361cc and its exhaust gases now exit through titanium silencers, which are as silent as a thunderstorm, while bespoke catalytic converters keep the emissions road-compliant.
The signature individual throttle bodies, state-of-the-art technical systems and almost front-midship layout (just two cylinders are ahead of the axle line) have been carried over from the normal M3.
Almost abnormal is the performance provided by this expertly souped-up V8.
Like the original 4-litre unit, power delivery is linear, like a slow-motion detonation, but this engine is even more explosive across the rev range, especially in the initial stage of full-bore acceleration.
It has taken the “merely” muscular nature of the M3 V8 and turned it into something spectacular, with sound effects to match.
Some of the credit for the extra oomph must go to the car’s reduced weight, admittedly, but there is no doubting the fresh firepower of the BMW M3 GTS’ V8.
Harnessing the galloping German horses is M DCT, short for M Double Clutch Transmission.
Claimed to be “the world’s first dual-clutch transmission designed for high-speed power units”, despite the fact that the similarly equipped Bugatti Veyron preceded the DCT M3 by three years, this proven gearbox has been specially tweaked for this particular application.
BMW M3 GTS has a beefed-up dual-clutch gearbox that can hammer home the huge output of the V8 engine.
The BMW M3 GTS does not have a manual option, which won’t be missed because the M DCT does the job better than any racing specialist or motoring journalist.
Like in the regular M3, there is an oval Drivelogic button that lets the driver select his preferred shift characteristic, which can be slick (i.e. leisurely), quick (i.e. in a bit of a hurry) or ballistic (i.e. in a huge rush).
In the fastest setting, the GTS doesn’t just change gears – it slams them into place, with an almighty thump.
With the “Power” switch in its lit position, which makes the throttle response razor-sharp rather than just sharp, the gear shifts are even more brutal, but perversely, also more enjoyable for the enthusiast.
In the foolproof corners of Ascari Race Resort, where the BMW M3 GTS and standard M3 (equiped with Competition Package) were driven back to back, as hard as I could, the GTS proves to be the tighter driving tool, shod with ultra high-performance, ultra low-profile and utterly no-nonsense P Zero Corsa tyres.
Playing a central role in the car’s excellent driving behaviour is the steering, its rim beautifully clad in Alcantara.
Compared to the standard affair, the GTS rack is equally incisive but better weighted on turn-in, and it is also more communicative from one speedy bend to the next.
BMW engineers used the classic go-faster technique of less weight plus more power.
This gives the driver the confidence to drive harder and faster, until he runs out of track, luck or guts, at which point the DSC will step in smoothly to restore order.
Swing its tail the BMW M3 GTS will, if provoked, but the beefy brakes can always stop the misbehaving monster long before it bites its master.
This beast only comes in striking Fire Orange, a unique colour reserved for this limited-edition model.
Audio and air-con are no-cost options fitted at the factory.
BMW M GmbH is building just 150 units at a rate of three per week, and they have all been booked.
Five of them will be shipped to Singapore early next year, each extraordinary BMW M3 GTS costing some 70 percent more than the standard M3 coupe.
BMW M3 GTS 4.4 (A)
ENGINE 4361cc, 32-valves, V8
MAX POWER 450bhp at 8300rpm
MAX TORQUE 440Nm at 3750rpm
GEARBOX 7-speed dual-clutch with manual select
0-100KM/H 4.4 seconds
TOP SPEED 305km/h
CONSUMPTION 7.9km/L (combined)
PRICE EXCL. COE $600,000 (approximate, as of September 2010)
Check out the BMW M4 Coupe and BMW M2 Competition
