09-17-2013, 02:17 AM | #89 |
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I changed my E90 SC M3 to 08 Z06, never again will I buy american. No thank you. I'm either going back to old m3 and throwing SC, or maybe new m3 (if price is not too high).
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09-17-2013, 06:35 AM | #91 |
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I'm going with the M4, but it looks like Edmunds just did a comparison of the C7 vette vs the M3 (lime rock edition). From a performance standpoint the M3 didn't doing very well compared to the vette. I guess this shows how far the vette has come compared to the C6 generation, not only in performance, but fit and finish, etc.
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01-28-2014, 01:37 AM | #93 |
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Now that the C7 is out and the spec for M4 is released. Time to restart the discussion.
Which would you choose?
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01-28-2014, 01:50 AM | #94 |
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Suripisingly the M3/M4 have very similar performance to C7. Exactly the same 0-60 and Power to weight ratio. This is going to be interesting.
Corvette C7 MSRP $51,000 to $75000 0-60 : 3.9 Power to Weight ratio : 289 bhp/tonne Curb weight 3,444 lb Powertrain 6.2L V8 DI engine RWD Standard Engine Gas V8 Displacement (liters/cu. in.) 6.2L/376 7-speed manual transmission Standard 6-speed Paddle Shift automatic transmission Available Horsepower @ RPM 455 @ 6000 Horsepower (with performance exhaust) 460 Torque @ RPM 460 @ 4600 Fuel Injection Direct Injection Drivetrain Rear Wheel Drive Axle Ratio 3.42 Steering/Suspension 6.2L V8 DI engine RWD Front Suspension Short/Long Arm Rear Suspension Short/Long Arm Brakes 6.2L V8 DI engine RWD 4-Wheel Disc Brakes Yes Brake/ABS System 4-Wheel Wheelbase 106.7 in (2,710 mm) Length 176.9 in (4,493 mm) Width 73.9 in (1,877 mm) Height 48.6 in (1,234 mm) M3/M4 MSRP $62,000 to $85000 0-60 : 3.9 Power to Weight ratio : 288 bhp/tonne Weight: 3300lbs ! Engine / Exhaust 3.0L inline 6 cylinder Twin Turbo engine (S55) 2,979 cc Stroke/Bore: 89.6mm / 84.0mm 425 HP from 5500-7300 RPM 406 LB-FT torque from 1850-5500 RPM 0-60 MPH: 3.9 seconds (DCT) / 4.1 seconds (manual) 7600 RPM rev limiter 10.2:1 compression ratio Top Speed: 155 MPH / 250 KMH Nearly 25% fuel consumption and emissions reduction over E90/E92 M3 22 pounds / 10 kilograms lighter than S65 V8 predecessor engine Two mono-scroll turbochargers Mitsubishi mono-scroll turbochargers 18.1 PSI / 1.25 BAR max peak Pre-tensioned in Sport and Sport+ modes (keep spinning at a high rate of speed even after throttle lift-off, for ultra quick response - more details) Impulse charging for optimized responsiveness Flow-enhanced manifolds Electric wastegate actuator Direct Injection, Valvetronic variable valve timing and Double-VANOS continuously variable camshaft timing Closed-deck crankcase design (4.4 lbs / 2kg lighter) Twin-wire arc-sprayed coating used instead of liners (saves weight) Forged, torsionally rigid crankshaft (3kg / 6.6 lbs) lighter than typical BMW inline 6 engine) Track-specification cooling system Air intake system features an indirect intercooler Water cooler repositioned to the side for the high- and low-temperature water circuits, and the engine and transmission oil (if the M Double Clutch Transmission is specified) Additional electric coolant pump cools the turbocharger bearing mounts when the car is stationary Low-weight magnesium oil sump features special cover to limit movement of the oil under the effects of strong dynamic lateral acceleration Under extreme longitudinal acceleration and deceleration, an oil extraction pump and a sophisticated oil return system situated close to the turbocharger help to maintain stable oil circulation Double-flow oil recirculation pumps Turbocharger suction system Main radiator plus additional radiators for the high- and low-temperature circuits, turbocharger and transmission Large indirect intercooler (sits atop engine, necessitating hood bulge) Low-weight magnesium oil sump (2.2 lbs / 1kg lighter) Temperature-stabilizing electric water pump Electronically control Exhaust Electrically controlled flaps just before the rear silencer minimize exhaust back-pressure and produce a BMW M sound, as well as giving precise feedback on engine load When closed, flow is forced into and laterally across the silencer; when open, flow is more directly through the narrow part of the silencer Different selectable drive modes feature different engine sound profiles Catalysts with metal substrate (less restrictive than ceramic) Exhaust always exits all four tail pipes Transmission 7 Speed M Double Clutch Transmission (M-DCT) with Drivelogic Third generation M-DCT Integrated Launch Control function Stability Clutch Control opens clutch when car is understeering to bring it back into line Drivelogic modes can be selected for more comfortable, economy focused or sportier characteristics 6 Speed Manual Transmission Robust double-plate clutch More compact and quieter than predecessor 26.4 pounds (12kg) lighter than predecessor New carbon friction linings in synchronizer rings increases shift comfort Dry sump lubrication Automatic throttle blip downshifts (rev matching is disabled in Sport+ mode; active in Sport and Comfort modes) Active M Differential Hollow lightweight output shafts Electronically controlled multi-plate limited slip differential (LSD) Control unit links up with the DSC (Dynamic Stability Control) system and also takes into account the position of the accelerator pedal, the rotational speed of the wheels and the car’s yaw rate 0% - 100% degree of lock M Dynamic Mode allows greater wheel slip, but with the safety net of DSC CFRP drive shaft feeds engine's torque from gearbox to rear differential increased stiffness reduced rotating mass for better acceleration and throttle response single-piece unit with no center bearing 40% weight saving over predecessor tested for speeds up to 205 MPH Electric Power Steering Entirely new electric power steering (EPS) unit, built by ZF Servotronic function electronically adjusts the level of steering assistance according to the car's speed 3 modes: Comfort, Sport, Sport+ (standard option) Specially tuned for M3/M4 Will not compensate for understeer, oversteer, coarse road surface. Motor will not help unwind the steering wheel and it will self-center by by natural forces Suspension / Tires / Brakes Optional EDC Adaptive M Suspension features 3 modes: Comfort, Sport, Sport+ Double-joint spring strut front axle Lightweight aluminum construction for components such as control arms, wheel carriers and axle subframes saves 11 pounds (5kg) over a conventional steel design Play-free ball joints and elastomeric bearings developed specially for the M3/M4 ensure an optimum and direct transfer of forces both laterally and longitudinally Aluminum stiffening plate CFRP front strut brace Five-link rear axle Forged aluminum construction for control arms and wheel carriers - reducing unspring mass of wheel-locating components by around 6.6 pounds (3 kg) Rear axle subframe bolted directly to body structure (bolted joints between the axle subframe and the body sills, without use of elastic rubber elements) Tires incorporated into construction process for the axles low-weight 18-inch forged wheels (front axle: 9 J x 18, rear axle: 10 J x 18) with mixed-size tires (front axle: 255 mm, rear axle: 275 mm). 19-inch wheels and tires are available as an option (in Ferric Grey or Black) BMW M compound brakes standard (in blue) four piston front / two piston rear BMW M carbon ceramic brakes optional (in gold) six piston front / four piston rear 6-7kg (13.2lbs - 15.4lbs) lighter overall than standard brakes Lightweight Construction BMW M4 Coupe features DIN curb weight of 1,497 kilograms (3300 pounds), around 80 kilograms (176 pounds) lighter than a comparably equipped predecessor model. Contoured (double-bubble) CFRP roof on both M3 Sedan and M4 Coupe saves 11 pounds (5kg) on M3 saves >13 pounds (6kg) on M4 CFRP trunk lid on M4 CFRP drive shaft saves 40% weight CFRP strut brace (weighs 3.3 pounds / 1.5 kg) offers more rigidity than aluminum counterpart CFRP roof bow Aluminum front fenders and hood Aerodynamics Front apron, smooth underbody and gurney spoiler at the rear of the M3 Sedan (or integrated spoiler lip at the rear of the BMW M4 Coupe) reduce lift by an equal degree at the front and rear axle. Inflowing air through the engine oil cooler creates a Venturi effect, which reduces front axle lift and, in so doing, improves the steering. Air Curtain and M gills with integrated Air Breather rearwards of the front wheels minimize turbulence in the front wheel arches. Aerodynamically optimized exterior mirrors in twin-stalk style. Interior Front seats visually inspired by bucket seats, with illuminated M logo on seat backrests Contoured rear seats made from lightweight composite material can be folded in 60:40 split M Sport leather multifunction steering wheel with chrome trim and color contrast stitching Anthracite roof liner standard M door sill finishers, M driver’s footrest, M gearshift lever Technology BMW M Laptimer app [more details] Optional Head-Up Display (HUD) (comes with gear display, rev counter and Optimum Shift Indicator, etc.) Physicals / Curb Weight / Construction Length: M3 - 183.9 in / 4671 mm (3.5 inches longer than E90 M3) M4 - 183.9 in / 4671 mm (2.5 inches longer than E92 M3) Width: M3 - 73.9 in / 1877mm (2.2 inches wider than E90 M3) M4 - 73.6 in / 1870 mm (1.9 inches wider than E92 M3) Height: M3 - 56.0 in / 1424 mm (1 inch lower than E90 M3) M4 - 54.4 in / 1383 mm (1.2 inches lower than E92 M3) Wheelbase: M3 - 110.7 in / 2812 mm (2 inches longer than E90 M3) M4 - 110.7 in / 2812 mm (2 inches longer than E90 M3) Front track: 62.1 in / 1579 mm Rear track: 63.1 / 1603 mm Weight: 3300 lbs / 1497 kg (all fluids, 90% fuel, no driver) 3466 lbs / 1572 kg / (plus 68kg driver and 7kg luggage) M4 is 80kg (176 pounds) lighter than E92 M3 coupe, when comparably equipped M4 is 23kg (50 pounds) lighter than F80 M3 sedan Cd (drag coefficient): 0.34 (compared to 0.31 of E90/E92 M3) 50:50 weight distribution
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Last edited by smashhell; 01-28-2014 at 01:57 AM.. |
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01-28-2014, 07:57 AM | #95 |
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This is a decent price jump over the C7 or the M3/4 no? I think you could get a nice 997.2 S for the same price range. If I could get a 991 S for the same price as the new M3 I'm ordering I don't think I would be ordering it. lol
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01-28-2014, 07:58 AM | #96 |
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01-28-2014, 02:21 PM | #97 | |
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http://www.cars.com/go/search/detail...nal&listType=1 That's the same as a pretty loaded M3/M4, and it has 28k miles instead of 0. I think it's safe to say the actual costs of ownership (i.e. depreciation + maintenance and repairs) are going to be considerably higher on the 991 S. |
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01-28-2014, 02:26 PM | #98 |
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That's the problem I have with Porsche. I've had 4 911's. The cars are great but Porsche absolutely gouges their customers. They bend you over as much as they can get away with.
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01-28-2014, 02:53 PM | #99 |
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I've never owned one, but that is my perception. They get great reviews though, and the 991 and 981 look great I think.
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01-28-2014, 02:56 PM | #100 |
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01-28-2014, 03:19 PM | #101 |
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That would be with absolutely every option (my guess anyway). An equivalently optioned 991 S would be about 140 - 150k. Porsche charges extra for fu***** everything. The M3/M4 will have a lot more stuff standard -- off the top of my head, things like heated seats, power seats, xenon headlights, automatic climate control, a decent sound system, LSD, carbon fiber stuff, good steering wheel, you have to pay extra for on a Porsche. When I go to option one, there's a lot more that I feel like I need to have, compared to most BMWs, and especially M cars which come pretty well equipped to start with. I think the new M3/M4 are supposed to come with navigation standard too.
Last edited by E36toF30; 01-28-2014 at 03:31 PM.. |
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01-28-2014, 03:39 PM | #102 |
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Not to mention the maintenance costs of Porsche's. Over the top ridiculous. Included with purchase BMW maintenance for 45K miles....um yeah I'll take that.
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01-28-2014, 04:19 PM | #104 | |
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Does the M3/M4 look remotely close to the Corvette in the look department?
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01-28-2014, 04:29 PM | #106 | |
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01-28-2014, 05:28 PM | #107 | |
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I think with the a back seat and full trunk versus a two-seater, the comparison is not really valid. You have Vette people and you have BMW people and one will not cross shop the other. I love the BMWs; I've had two M3s. But I'm getting to a point in my life where I may not have the need for the back seat. And the C7 is looking pretty svelte to me compared to the M4 with its crazy aerodynamic concessions. But I'm still waiting to see how the M3/M4 really drive. Cheers.
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01-28-2014, 06:14 PM | #108 |
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It's all relative. An M3 is a good deal compared to a 911. A Mustang GT with track pack or (possibly) a Corvette is a good deal compared to an M3.
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01-28-2014, 06:17 PM | #109 | |
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01-28-2014, 09:33 PM | #110 |
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some guy in my apt complex just got grey c7. to be honest i was expecting a lot more. my wife told me it looks just like any other vette. just doesnt look special to me. im sure its fun to drive though
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