Arriving fashionably late (sorry instructors! We’ll blame it on the Audi’s Navi…) we took our seats and settled in with refreshments for a discussion of car control, the physics of driving at the limits of grip and finally, tire technology. None of the presentation was boring in the least – but rather engaging and interesting, regardless of skill level and experience.

I must admit, I learned something new – and not to sound arrogant on the topic of tire tech, but I’m rather well versed. What I learned was that there is another function of tire tread that I had (somehow) overlooked and never considered before. Tire tread, as defined by the diagonal groves in Bridgestones RE-11 performance tire, for example, serve the purpose of diffusing heat, cooling the tire. Wow. There’s an epiphany.

I’m still a little embarrassed I’ve never thought of that, but heat dissipation is extremely relevant in the world of high performance tire design – in fact a tire’s temperature rating and ability to handle high temperatures is central to its performance. Think of the blistering that occurs with modern Formula 1 tires – this degradation of the tire is caused by heat, secondary to abrasion with the road surface. Once the blisters surface the tire falls away, and the driver must slow down to manage what’s left of his tires.

Coincidentally, I learned something else about Bridgstones, specifically the RE-11. I learned that the outer half of its tread pattern was taken directly from Bridgestone’s last F1 rain tire design. There is a “cool factor” there that I cannot help but succumb to – I’m curious to see how the RE-11 performs on a wet racetrack.

After a thorough classroom session that got our heads wrapped around the skills we were about to practice, we set off for the skid pad, and a wide-open cone course. Hard acceleration, braking, cornering, and combinations thereof were on the menu, and with the tarmac wet in most places, and partially covered in snow, frequently changing traction coefficients across the surface made for a steep learning curve. I was caught out more than once by a slippery patch while slaloming – and to keep things interesting the Bridgestone team kept moving one cone much closer or further away which made for greater challenge.

A large circular skidpad was employed to help students learn how to control understeer and oversteer. Howling tires were heard over revving engines, and our sports cars were right at home. Driving rear, mid and front engined sports cars back-to-back through these exercises really demonstrated what makes a 911 a 911, an R8 a R8, and an M3 a playful M3.

After all had finished their skid pad and cone course exercises, we headed in for lunch and another tire tech talk – this time highlighting the differences between summer performance, all season, and winter tires. The food was tasty and served in good company with many great conversations breaking out around the table. A nutritious salad and deserts rounded out our lunch.

Finally, we were off to the track for open lapping. Prior to open lapping, the instructors showed us the line and helped every student to feel comfortable behind the wheel. We were lapping Mosport’s Driver Development Training track (DDT for short), a 16 corner 2.4 km circuit. One of the best aspects of the DDT track is its elevation changes, the climbs and drops in the track make for a more challenging lap wherein the driver must remain ever-mindful of weight transfer.

As if the Bridgestone folks made a deal with their maker, it began to snow exactly half way through the day, meaning that a wet track surface gradually became a slushy, then snow-covered track surface – deep enough to bring speeds to a much slower pace. Of course, the learning and fun continued thanks to – not despite – the weather.

Moral was high and all students present had a blast. I personally enjoyed engaging with the instructors present, all of whom “knew their stuff” and were very friendly throughout the day.

If you or someone you know is feeling a little out of place on winter roads, why not sign up for Bridgestone’s winter driving academy? For more information or to sign up for a course, hit the jump.

BMWBLOG would like to thank Bridgestone Driving Academy for having us for their winter driving school and allowing us to unleash 3 sports cars in a winter wonderland!

For a better look at our time on the snow-covered racetrack, check out the video link below!

Bridgestone – Canadian Winter Training from Darkcar on Vimeo.

Bridgestone – Canadian Winter Training from Darkcar on Vimeo.

The right-hand steering wheel M3 GTS has one previous owner and only 29 miles on the odometer.

The M3 GTS launched in summer of 2010 and the limited edition model builds atop the popular BMW M3 Coupe. The new racing-oriented M3 was made available to European customers only. The 150 units went to private owners, racing companies or tuners, and we expect to see some of these cars in upcoming races.

In a previous interview, Larry Koch, former BMW M brand manager, said it will be difficult to bring the GTS to the US due to EPA or federal safety standards.

Thanks to an increase in engine displacement and some fine-tuning to the engine, the BMW M3 GTS produces 450 horsepower and ensures superior performance.

The core of the development was the landing gear, based on the BMW M3 GT4 and transposed into a street-legal vehicle. The rear wing was first seen in World Touring Car Championship WTCC cars and now makes its way into GTS as well.

The BMW M3 GTS was produced at the BMW M GmbH manufacturing facility. In addition to a larger and more powerful V8 engine, exclusive tuning of the 7-speed M Dual Clutch Transmission with Drivelogic and modified suspension technology, the car, which is designed for club sport use, has also been specifically optimised with regard to aerodynamics and lightweight construction.

The supreme sporting potential of the BMW M3 GTS is underlined, inter alia, by a power-to-weight ratio that has been lowered to 3.4 kg per hp. Featuring a transmission and suspension configuration which has been optimised for the racetrack, the BMW M3 GTS accelerates from 0 to 100 km/h in a mere 4.4 seconds. The car reaches the 1000 metre mark from a standstill in just 22.5 seconds. Top speed is 305 km/h.

So if you’re an European customer in the market for an ultimate sports car, this is an unique opportunity.

[Source: eBay via AutomotiveAddicts ]

Increased performance comes thanks to a Biturbo power conversion taking the figures from 555 to 750 hp and 910 Nm of torque. To deal with the increased power, a larger air cooler has been fitted and reinforced pistons and rods were also used. In addition, the X6 M cooler package and an additional oil cooler were installed. A new set o brakes were fitted as well: MOVIT units in sizes 396×34 millimeters with 6 piston fixed callipers at the front and 380×32 millimeter 4-piston callipers on the rear axle.

The weight is down to 1,590 kg, giving the MH3 V8 RS Clubsport has a power to weight ratio of 2.12 kg/hp. The exhaust system is titanium and has two racing catalyst.

The MH3 now runs from 0 to 62 mph (100 km/h) in just 3.2 seconds with a top speed above 350 km/h. The MH3 V8 RS Clubsport uses the gearbox from the X6 M, as well as an E60 M5 locking differential.

For the exterior design, Manhart Racing focuses on adding new carbon body parts, starting with air slots for the new bonnet, a trunk lid in the style of the CSL, an adjustable front spoiler, carbon fiber wheel arches for the front and rear, side sills and a tail diffuser. The side mirror casings are also made of carbon.

Manhart Racing ultra-light Concave One “Black Edition” monoblock forged wheels have been fitted. The sizes are 9×20 inches at the front with 255/30ZR20er Continental Sport Contact 5 high performance tires. At the back, you get 12×20 inch rims equipped with 325/25 Continental rubber. The M chassis has apparently been replaced by an MHR Clubsport threaded chassis.

Inside, Manhart Racing has built an in-house carbon racing seat and a carbon fiber interior package. Alcantara covers the door coverings, canopy and trunk lining. A BMW Performance steering wheel with illuminated rev lights, and an additional Manhart Racing display which measures G-forces and acceleration as well as Vmax figures has also been fitted. Finally, a Wiechers roll cage with back and flank protection has been added and finished in the vehicle’s color.

Let’s see an an excerpt from the review:

“The difficulty with old metal is approaching the way it drives with any objectivity. The CSL is a car I wanted to understand in a 2011 context, if only because that other famous homologation special from the era, the aforementioned 911 Carrera 2.7 RS, sustains its appeal and value because it still feels surprisingly competent at speed. But when you approach the CSL, you giggle at the body alterations, clink the little metal door-handle open and fill your lungs with the unmistakeable pong of vinyl-impregnated air. If your objective intentions aren’t already shot to bits, then they soon will be: that shoulder-cut bucket provides the perfect, suggestively laid-back ’70s posture, the leather-trimmed wheel is thin and delicate, and there’s no slack at the straight ahead. The motor takes a few seconds to fire, but does so cleanly, settles to that trademark Bosch-mechanical-injection-idle and, if you weren’t already snared, you now will be.

The throttle weight is just perfect; prod lightly and the VDO rev-counter leaps. The straight-six makes a gruff rumble, but at low revs is partially obscured by the noise of the cooling fan. The steering is comically heavy at low speed but all it takes is 15mph showing on the speedo for the wheel to free up and provide the driver with an experience unavailable in any modern car. The rack is slow, but that doesn’t matter in the context of the CSL: it is quite perfectly matched to every other control. And to think that non-Batmobile CSLs are still well under £50K – what a bargain.

—

Does it feel aloof and computerised after the CSL? I think that’s too banal an explanation for the differences between the two – perhaps the key word is ‘consistent’. The GTS offers its driver a level of consistency through its controls that was unimaginable 40 years ago: regardless of load, angle or speed, the steering is heavy but precise, the throttle heavily sprung but instantaneous in its response. The sharp, near-perfect shifts from the DCT transmission only add to the feeling of imperious consistency, and as a driver it’s impossible not to be impressed.

In the CSL you moderate your inputs according to the conditions, largely because you can’t be entirely sure what mood the car will be in – under load into a turn it might be a little reluctant to shift from third to second; the inside-front brake might grab slightly and the throttle could require some added shove. So you improvise – you glean what you can from the information available through your hands, bottom and feet and you adjust your inputs accordingly, because the controls never remain consistent. That’s the joy of classics.

The GTS really is the anti-GT-R, though. As honestly rear-driven as any car on the planet and easily as strong as its 444bhp would suggest, I challenge anyone not to drive it with some level of oversteer. Owners will need to be followed around by a large Pirelli truck.”

Read full review

The M3 Coupe comes equipped with the Competition Package that features the beautiful 19-inch wheels in styling 359M. The cost for the painting is listed at 3,050 euros, and the overall cost of the car with all the options, adds another 25, 830 euros to the base price.

Total damage to the customer? 95, 555 euros, not to far from the standard equipped F10 M5 which starts at 102, 700 euros.

Will the 2012 Mercedes-Benz C63 AMG Coupe can take the reign? Let’s see an excerpt from the great review.

“The C63’s foremost attribute is its 6.2-liter V-8. Hand-built at AMG in Affalterbach, Germany, this V-8 is more than 50 percent larger than the M3’s 4.0-liter. One consequence is 50 percent more torque—443 pound-feet versus the M3’s 295—so the C63 doesn’t need to work hard to scare a passenger or to get the attention of a cop.

On public roads, the Benz’s engine is more insistent and shoves harder than the M3’s. Its vitality is ever-present. The exhaust reports a firestorm of combustion, and it’s seriously loud. Engines this big will have you describing to people in Chevy Camaros the displacement in cubic inches. “It’s got a 379,” you’ll say while picking your teeth. In the M3, the driver needs to work harder, downshift frequently, and spin the BMW V-8 to find its power and voice. The C63 driver just needs to make sure his engine is running.

—

It’s a wash if we add up the “Vehicle” categories. The Mercedes scores a point each on ergonomics and interior styling. Benz’s controls are slightly easier to use than BMW’s, and the C-class’s refreshed interior is modern and elegant. The BMW is all business, but it’s starting to look a little old—no surprise there, since an all-new 3-series arrives next year.”

—

And it seems like the BMW M3 remains the top dog in its segment.

“The M3 didn’t win solely based on our subjective assessment, though. Our Competition-package–equipped M3 also scored major points for its superior skidpad grip, 70-to-0 braking performance, and slalom speed. Those points, along with the subjective handling victory, gave it the tiniest of edges over the Benz.”

Full review at Car and Driver

The tuner offers a power kit for E92 M3 that takes the output to 454 horsepower / 338 kW and 339 lb-ft of torque (460Nm), a significant upgrade over the 420 PS (309 kW / 414 hp) and 400 Nm (295 lb-ft) found in the “standard” M3.

To enhance its acoustics, a lightweight Akrapovic Evolution titanium exhaust system is part of the kit too. Furthermore, a limited-slip differential from Drexler comes with the package.

For those with extra money to spend, a 600 PS (441 kW / 592 hp) supercharger option is also available.

A KW suspension kit is fitted to the M3 460cs which also sits on 19-inch ATS Super Light rims with Michelin Pilot Sport Cup tires.

To cope with the power, the tuner added a MOV ‘IT CER ceramic brake system which alone costs €19,235. A much cheaper steel brake alternative is also available.

The M3 460cs runs from 0 to 100 km/h (62 mph) in just 4.1 seconds compared to the 4.8 seconds of the standard M3. 200 km/h is reached in 13.2 seconds, down 2.5 seconds from series.

The price for the package that brings the M3 to a somewhat GTS-replica is €52,229.

[Source: a-workx via Worldcarfans ]

Like double-round headlamps, kidney grills, and Hofmeister kinks – inline six engines are synonymous with the brand. In fact, while BMW has long made V8s, V12s, and inline 4s – the inline 6 has always held a romantic office. Like the famed boxer twins of Motorrad, inline sixes are what first come to mind when looking at the elongated hoods of BMW cars. At a spiritual level, these engines are inseparable from the roundel.

It comes as no surprise then, that the BMW loyal are losing sleep over rumored V6 engines finding shelter under the hoods of future BMWs. The M3 is in many ways a halo car for the brand – so opening its hood to find a V6 underneath represents the greatest departure from tradition that BMW could possibly mount.

I am a traditionalist to the core, and trust me, it pains me to see the demise of the inline 6 M3. Of course, this pain has faded somewhat over the last 6 years wherein the M3 has been powered by a V8 – and a fabulous V8, mind you. Couple that with the fact that the first M3 featured an inline 4, and suddenly I6 reverence can seem a little unfounded – at least when it comes to what’s powering the M3.

Form must follow function. This doesn’t just apply to aero. To push the boundaries of what is possible (read: progress) and to achieve new possibilities through engineering, sometimes changes come as revolutions – not evolutions. There are many benefits to developing a V6 unit, and they must be weighed against the benefits of inline 6 design. “Form follows function” is a mantra I hold very close to my heart. It’s why I donned a dorky swim cap when contesting a triathlon. It’s why I insist on loading the toilet paper roll with the paper falling to the outside, not the inside of the dispenser. It’s also why I reserve a special hatred for fake air intakes used for aesthetic purposes only. If a design offends tradition but enhances function – all the power to it. “Bring it on,” I say.

The inline 6 engine layout is inherently the most balanced configuration possible, with reciprocating masses nicely cancelled out. These engines truly are, “silky smooth.” For this reason, they have long been chosen for large commercial applications, for example, most highway semi-trucks feature large diesel inline sixes. Naturally, in performance applications, this also lends itself to higher rev capabilities before grenading. The biggest draw back in the context of performance would be the length and height of an inline 6 engine. Obviously, standing the cylinders up vertically, and in the longest line possible, is not conducive to a low center of gravity, nor is it conducive to enhancing the front to rear weight bias of the car.

The V6 engine layout is not one of prestige – but it is one of function, particularly if coupled with BMW’s new cross-bank cylinder manifold technology. As in the S63 M engine, the turbos would be housed within the ‘V’ of the cylinder banks, thus making the engine incredibly compact. The blades of the turbines would be placed very close to the exhaust valves, thus decreasing lag. Also of benefit, the engine becomes slightly squatter with a lower center of gravity, and nearly half the length of the block can be eliminated, lending to better weight distribution and more nimble handling.

There are two paths to take with the V6 engine, utilizing either a more balanced 60 degree angle – allowing a 120 degree firing order – or utilizing the much rougher 90 degree design, which both feels, and sounds, less refined. The problem I see with BMW utilizing a 60 degree V design, is that it may not allow enough room to house the turbos within the V-bank. This could largely undo the argument for V6 implementation, since it likely hinges on the capitalization of a similar plumbing layout to the S63 V8 unit. Rumor has it that the M division has thus far been unable to smooth out the V6 concept engine to an acceptable level, and this also hints at a 90 degree V bank starting point. Of course, the biggest improvement expected from a turbo charged V6 design would come in the name of efficiency – with a likely target of a 30% decrease in fuel consumption. If the new M3 can offer increased performance with significantly less consumption and pollution, a good case will have been made for the controversial move to a V6.

On the topic of prestige, Formula 1 will be adopting turbo charged V6 engines in 2014. When it comes to engineering prestige, it’s tough to top the glamor of F1. An added benefit to V6 engines is found in that this configuration allows the engine to remain a stressed member – useful in such extreme performance applications.

Honda F1 Turbo V6 raced until 1988

Many among us still bemoan the move from high-rev naturally aspirated engines to the turbo units of today – and tomorrow. Those of us who have recently experienced the best BMW has to offer on the table of M design, however, are looking on the bright side. No, the new S63tu, as found in the F10 M5, does not rev to the stratosphere – and I lament this fact. But it does have a powerband spread from Monday to Sunday – and so much torque at the ready that the M5 is constantly fighting for grip. It is a magnificent car, and it is special because of its turbo engine – not despite it. The case in point: sometimes, progress is disguised as heresy, and embracing it – though difficult at first – is thrilling.

At this point, only a few well placed individuals know the fate of the next M3′s engine design. Should it be a V6 when finally released, I for one will not be found sitting on my couch sulking. I will more likely be found sitting behind the wheel, counter steering through a corner. Revolution can be a lot of fun, after all.

Note: There is a poll embedded within this post, please visit the site to participate in this post's poll.

Here are some of the mods included in the special project: AE Performance Roll Cage, Stoptech Trophy Big Brake Kit, Active Autowerke Stage 2 Supercharger Kit, Active Autowerke Signature X Pipe and Signature Exhaust, Active Autowerke S1 Short Shifter Kit, Vorsteiner GTS3 Front Bumper w/ Carbon Kevlar Front Splitters, Vorsteiner GTS3 Vented Race Hood (Double Sided) w/ Carbon Kevlar Vents, Vorsteiner Carbon Kevlar Rear Diffuser, Vorsteiner Carbon Kevlar Boot Lid, Recaro Profi XL Seats, KW Clubsport Coilovers, BMW Performance Steering Wheel Flat Bottom (type 2, no lights), BMW Performance Shift Knob and BMW Performance Hand Brake.

Also, the “Mean Green” M3 is sitting on 20” D2FORGED Double deep concave CV2 wheels featuring 20×12” rears with 325mm tires.

To revive the spirit of this great looking M3 project, the folks over at D2FORGED took the cars for an exclusive photoshoot.

The unique exterior treatment also includes black hood intakes and dark chrome exterior trim, including the kidney grills, the M side gills and the exhaust tips. Black M3 GTS wheels complete the striking exterior. The interior features black Extended Novillo Leather with unique palladium silver accents and palladium silver-contrast stitching on front seats, headrests, door trim panels / handles, center console, and center armrest.

The interior is further distinguished with an Alcantara-covered multi-function M steering wheel with M3 Checkered Flag logo inlay. The door sill finishers also feature the M3 Checkered Flag logo while the handbrake lever sports an embroidered M Power logo. As a final touch, genuineCarbon Fiber trims the dash and center console. The 2012 BMW M3 Competition Edition will be offered for an MSRP of $81,060 including destination and handling.

Unlike previous M3 Edition models, one each of the 40 2012 M3 Competition Edition models has been allocated to the first 40 US authorized BMW centers to become M Certified Centers.

Each 2012 M3 Competition Edition will be powered by the award-winning 4.0-liter, 414-horsepower M V8 engine, equipped with BMW’s M Double Clutch Transmission (M DCT) which lowers the 0-60mph acceleration time of the M3 to 4.5 seconds from 4.7. Redline is a breathtaking 8,400 rpm.

The 2012 Competition Edition M3 continues the tradition of innovation and passion for driving by incorporating key changes to the M3’s dynamic qualities. The included Competition Package reduces vehicle ride height by 10mm and includes M3 GTS 19-inch wheels (in black for this Edition) with wider offset for enhanced stability, standard Electronic Damping Control with enhanced programming, and higher-threshold programming for the M Dynamic Mode.
A complete list of equipment may be found at the end of this release.

Competition Edition celebrates the M3’s rich racing history in the US.

The checkered flags emblazoned on the door sills and steering wheel of the M3 Competition Edition pay tribute to more than a decade of BMW GT class success on the racing circuits of North America.

From Lime Rock Park in the Litchfield Hills of Western Connecticut to Laguna Seca Raceway just north of California’s Monterey Bay, the BMW M3 has given sports car racing fans across North America reason to cheer since the first BMW of North America M3 racing program began in 1995.

With drivers such as Bill Auberlen, Boris Said and the legendary Hans Stuck, the BMW M3 dominated the GT classes of sports car racing in the States into the new millennium with two generations of BMW M3 (E36 and E46), winning 53 of 118 races entered. In 1997 the BMW M3 became one of the few Marques ever to win itsclass at both the 24 Hours of Daytona and the 12 Hours of Sebring in the same year. As remarkable as that was, the feat was repeated the very next year.

A decade and a half later the BMW M3 continues to top the American Le Mans Series podiums against a tough field of GT competitors. Led by American racing icon Bobby Rahal, BMW Team RLL won the ALMS GT Manufacturer and Team championships in both 2010 and 2011, with Joey Hand and Dirk MÏ?ller adding the Driver’s title this year for a clean sweep of all GT class championships.

Major M3 Racing Championships in North America:

1996 BMW M3 (E36) IMSA GTS-2 Manufacturer

1997 BMW M3 (E36) SportsCar GTS-3 Manufacturer, Team, Driver (Bill Auberlen)

1998 BMW M3 (E36) SportsCar GT3 Manufacturer, Team, Driver (Mark Simo)

1998 BMW M3 (E36) USRRC GT3 Manufacturer, Team, Driver (Ross Bentley)

1999 BMW M3 (E46) ALMS Team

2001 BMW M3 GTR ALMS Manufacturer, Team, Driver (Jorg Muller)

2004 BMW M3 (E46) Rolex GT Manufacturer, Team, Driver (Bill Auberlen)

2010 BMW M3 GT ALMS Manufacturer, Team

2011 BMW M3 GT ALMS Manufacturer, Team, Driver (Joey Hand, Dirk Muller)

About BMW Individual Frozen Paint Colors.

The special BMW Individual matte paintwork on the M3 Competition Edition adds a rare metallic luster to the vehicle. Compared to conventional exterior colors with gloss finish, the sculpture-like character of the Frozen Silver paint highlights the athletic contours of the M3. To achieve this luster, a special BMW-developed silk matte clear coat is applied over the Silver Metallic base coat. BMW Individual’s Frozen paints meet or exceed all BMW standards for durability and longevity, and feature a full factory warranty. Special care guidelines are provided to customers and authorized BMW centers to prevent the finish from becoming glossy.

About M Certified BMW Centers

M Certified BMW Centers are authorized BMW centers which have taken extra measures to specialize in BMW M vehicles. These centers have client advisors who have been specially trained at the BMW Performance Driving School in South Carolina. Additionally, these centers have created a specific atmosphere to showcase the high-performance BMW M vehicles and accessories.

A list of M Certified BMW Centers may be found at www.bmwusa.com.

2012 BMW M3 Competition Edition features and Highlights

Exterior

• Frozen Silver exterior paint
• Black hood intakes
• Dark Chrome exterior trim

Interior

• Extended Black Novillo leather upholstery with Palladium Silver accents
• Palladium Silver stitching on front seats, headrests, door trim panels / handles, center console, and center armrest
• Alcantara multi-function M steering wheel with M3 Checkered Flag logo inlay
• Carbon Fiber interior trim, including dashboard and center console.
• Door sill finishers with M3 Checkered Flag logo.
• Handbrake lever with embroidered M Power logo.

Packages

• Competition Package

• Cold Weather Package

Options

• M Dual-Clutch Transmission with Drivelogic
• Navigation System with Real-time Traffic Info.
• Bluetooth connectivity
• iPod and USB Adapter
• BMW Apps iPhone integration

“Vorsteiner has released something new and exciting for SEMA this year, and EAS was lucky enough to help build this Mineral White E92 M3. Even with the current Vorsteiner parts already on the market for the E9X M3, many are still looking for something more aggressive, so Vorsteiner answered with the new GTS-V lip and diffuser!

After the installation of the new Vorsteiner parts, we can tell that the lip and diffuser was the result of great craftsmanship and attention to detail. The fitment was spot on and the carbon fiber weave was immaculate, adding a very aggressive look to the car after it was installed. Here are the pictures of the SEMA build complete with the new Vorsteiner GTS-V parts, Brembo GT-R brakes, and Volk Racing wheels!”

MODIFICATION LIST

Engine:
Macht Schnell Stage 2 Intake Charge Kit
Macht Schnell Underdrive Pulleys
MXP Section 3 Exhaust & X-Pipe
Akrapovic Delete-R

Suspension:
KW Adjustable Spring Sleeve Kit

Wheels:
Volk Racing TE37 18×9.5 +22 18×10.5 +22
Hankook RS-3 265/35/18 285/35/18
Macht Schnell TPMS Module

Exterior:
Vorsteiner GTS-V Carbon Front Spoiler
Vorsteiner GTS-V Carbon Rear Diffuser
AiB Version 4.0 LED Angel Eyes
BMW Edition Black Chrome Kidneys & Side Gills
IND Mineral White Painted Reflectors

Interior
(2) Recaro x ASM RS-G Limited Blue Seats
(2) Macht Schnell Steel Side Brackets
(2) Macht Schnell Polished Floor Mounts
(2) Recaro Sliders w/ Customized Slide Pull Mechanism

Coding:
DVD in Motion
Air Bag Error Light Off (Racing Seat Install Purposes)
Seatblet Error Light Off (Racing Seat Install Purposes)
Eurocode Amber Corner Light Delete (Only Want Focus on AiB w/o the hideous Orange Corner Light Distractions)
One Touch Window Operations w/ Doors Open
Remote Window Roll Up/ Down
Remote Window Fold In/ Out
Gas Light Alert @ 1/8 Tank (versus standard 1/4)

“IND as a company is nothing if not extremely lucky. IND’s Green Hell Portfolio Project car was first conceived as a concept immediately following an amazing journey to the home of all European motorsport and BMW’s own home country, Germany. Our yearly pilgrimage to our promised land served as fuel to inspire the original Green Hell project, a car that was built as homage to all things racing and the Nurburgring in particular.

Green Hell was always about pushing the envelope of what’s possible in a street driven M3, and nearly two years ago when the car was first built it was fairly extreme by some standards. When the owner of Green Hell approached us this year to push that envelope even further we knew our luck was in once again, for we had again just completed our yearly pilgrimage to Germany and the Nurburgring, and could not have been more inspired or more motivated to approach the car with new energy and fresh ideas. For us, Green Hell as a Portfolio Project car would once again be a symbol of the human drive to push the envelope. The car represented our endless march toward a constantly moving vanishing point- the desire to be the best, to be the fastest. Even though Green Hell always was and always will be a mixed use street car and track day weapon, this drive to push the boundary is a true reflection of motorsport, in our view, and it is with this drive in mind that we tore into the M3.

Again, the focal point of the project is the car’s engine. Fed compressed air by an ESS stage 2 supercharger kit, the S65 engine in Green Hell is an absolute monster. Generating over 530 horsepower at the rear wheels makes for a car where every supporting modification must be planned around this power level. The acceleration from an ESS stage 2 M3 is brutal. Wringing the car out on the street is more an event than a casual stab of the accelerator- the driver must plan carefully to ensure that nothing is in the car’s path as triple digit speeds appear in a few heart beats. It is this character trait that IND chose to focus on. IND would build Green Hell to be a better car by creating a car that could better harness the amazing power bursting from the rear wheels. We would create a 600 crank horsepower M3 that was forgiving and easy to drive at speed.

Green Hell was an early adopter, and although there were some ESS Supercharged M3s seeing track use in Europe and beyond, supercharging in general had not gained much traction in the E9x M3 community in the United States when we first built the car, and so we had some lessons to learn. Although Green Hell achieved some very strong lap times it’s first season on the track, we realized quickly that the power available from ESS’ stage 2 kit was not something to take lightly. Powering out of corners with the 285 width NT05 tires proved challenging, and we knew some changes had to be made.

Mechanically speaking, getting this precious corner exit grip became our quest when reinventing Green Hell, and we’ve changed the car thoroughly to allow us to use the near 540 wheel horsepower offered by the ESS Supercharger kit. It is this mission that dominated our plan for this year.

We started by widening the already very accommodating rear quarter panels with some custom work. The original sheetmetal was pulled out and reshaped to allow for an inch of additional wheel clearance while keeping a subtle factory-original shape. The wider rear arches made easy work of fitting the 315 width tires installed on Green Hell.

IND contacted BBS Motorsport for the car’s amazing style E88 wheels. These wheels are rarely found far from the racing circuit and are a genuine motorsport wheel. No compromises are made for finish quality, corrosion resistance, or price to ensure that nothing stands in the way of BBS in creating the best possible racing wheel. The three piece construction allows for easy damage repair, and the extremely strong centers will enhance the cornering grip of any car. BBS was kind enough to allow IND to purchase a set of these incredible wheels for Green Hell, and we knew we’d have to give the wheels a special “IND touch” by treating the normally polished outer barrels to a coat of gold that matches the already brilliant gold color of the center. These E88 wheels are sized in 18×9.5 +19 front and 18×10.5 +19 rear, allowing us to use a 275 width front tire with ease.

We had not yet tested the 275/315 tire combination to determine the car’s overall handling balance, but felt it would be a good starting point. This being said, we knew that a good adjustable suspension setup would not only increase the car’s mechanical grip over the factory pieces, but would also give us the ability to tune camber, castor, damping, and spring rate both in bump and in roll, enabling us to arrive at a neutral handling, balanced, and easy to drive car. IND chose to install KW ClubSport coilovers and RD Sport sway bars to handle suspension duties. The ClubSport coilovers have plenty of adjustability in terms of ride height, alignment settings, and damping for our purposes, and RD Sport’s adjustable sway bars add another dimension of tuning possibility with their easy to use stiffness adjustments. The front and rear sway bar have three available positions each which allows for quick and easy tuning of the car’s understeer and oversteer habits. Challenge Engineering chose this project to debut their Aluminum adjustable rear toe arm kit to ensure precise alignment and maximum traction in the rear

Our next move in our plan to increase the car’s grip was to address the aerodynamics. Although last season allowed Green Hell to maintain its street friendly attitude and appearance, we knew that better aerodynamic aids in the front and especially the rear would allow for better performance. Challenge Engineering provided their GT3 complete front aero system consisting of a modular front lip and Carbon-Kevlar splitter. The racing components manufacturer M24 shipped their amazing trunk and rear wing combination all the way from Germany to give Green Hell some much needed rear downforce. The fully adjustable rear wing is cleverly mounted to the trunk in a fashion that does not allow for movement or deflection, but still allows for the trunk to be opened and closed without removal of the wing element. IND custom built a tubular reinforcement bar to tie the two wing uprights together for an even more rigid mounting of the wing.

M24 also contributed to the build by sending us their high performance radiator and oil cooler. Although the E9x M3’s cooling system is impressively robust, adding the oversized coolers will ensure that Green Hell is able to turn lap after lap in any weather, and give the driver the added peace of mind needed to truly push the car to it’s limit.

Once we were confident in Green Hell’s ability to harness the fearsome power of the ESS Supercharged S65 engine, IND’s staff looked to the car’s brakes for our next area of improvement. Brembo’s 365/345mm GT kit had already proven itself with two great seasons of track use both when Green Hell was still a naturally aspirated car and also once Green Hell became the supercharged monster most of you know. IND chose to add some extra brake torque to this already winning combination by using Pagid RS29 pads for long lapping days, and Hawk DTC70 front and DTC60 rear pads for those track days when the absolute best single lap time is necessary- the huge brake torque available from the DTC70 pads is tough to beat!

With Green Hell functioning as it should be, we could begin to consider an aspect of the car’s personality that is just as important to all of us at IND as the performance- the aesthetics of the reborn M3. Having already claimed the Green Hell theme nearly two years ago, we worked to make this year’s version an evolution of the original, rather than a complete redesign. Porsche’s amazing GT3 Signal Green color made its way from the accents of the car to the entire exterior, with the more extreme paint work reflecting the changes made in the car’s performance and body work. The same pinstripe seen on the car in early 2010 remains, but is an even more subtle touch this year in a black color. BMW Edition front and side grilles with an IND tinted lens complete the exterior without distracting from the car’s theme. We carried the brilliant GT3 Signal Green color into the interior by painting the interior trim, and although we felt that a color matched roll bar would push past the point of good taste, we were able to source some Signal Green metallic flake to augment the gloss black of the roll bar. A steering wheel by OMP and IND’s shifter extension complement our custom upholstered Sparco Pro 2000 seats perfectly for an easy to use cockpit whether you’re on the street or on the track.

Finally, after several months of effort Green Hell was complete. This week, we presented the finished car to our client. As he walked through the shop door and laid eyes on the freshly built car for the first time, his eyes visibly widened, and the smile on his face was one of genuine joy. All of us at IND couldn’t help grinning from ear to ear as we walked around the car and showed him some of the more subtle aspects of the project, and seeing our client’s own smile reflected back at us was all we needed to know the project was a success. Despite the praise pouring forth from our client, we knew from the beginning of the project that nothing would be proven during the delivery process. There is only one proving ground for Green Hell, and that proving ground is the track. We had to know that this year’s car was better, faster, more cooperative and easier to drive than last year’s car, and that is exactly what we set out to do as soon as the car was completed.

Once again we returned to the green expanse of our local Autobahn Country Club, this time with a bone to pick. Supercharging an E92 M3 makes the car a terror in a straight line in ideal conditions, but we would not be going in a straight line, and we would not see ideal conditions. We had to prove that Green Hell could finally harness all of that awesome power. Green Hell would have to prove that it was a true trackday weapon during our first shakedown. Our test driver for the day has been a member of Autobahn Country Club since the club’s inception, and has logged enough laps around the track to be within just seconds of the track’s Spec Miata lap record. He is a true motorsport fanatic, and best of all he has no connection with our M3 and could present us with an unbiased opinion.

The skies above Autobahn were a foreboding grey all day, and late October was making its presence felt with rain forecast for the entire day and track temperatures struggling to reach the 50 degree mark. This would not be an ideal day to shake down a brand new car, but we pressed on. We set out on Autobahn’s cold pavement in the afternoon, just after taking care of basic alignment, corner balancing, and tire pressure settings in the morning. We knew that the updates made to Green Hell would make for a better car to drive at speed, but we had not yet proven the car as a package. All of us stood by in nervous anticipation as our guest driver took his first tentative laps in the car.

As the tires warmed and our driver gained some comfort with the new setup, we began to watch the car closely. Green Hell’s lap times were dropping lap after lap as our driver grew more comfortable with the Brembo brakes incredible stopping power and the car’s amazing ability to harness and control the supercharged engine’s pavement-shredding 530 plus horsepower. Even with a basic setup and no time allotted for true suspension tuning Green Hell proved to be easy and forgiving to drive with an incredible amount of grip. All of us waited with happy anticipation for the car to come into the pits for the next round of adjustments and refinements, when very suddenly our fears were realized and the grey skies above Autobahn opened and it began to rain.

We knew immediately that we would not have the opportunity to truly push the car in the remaining few hours of the day, but while our shakedown and tuning day was cut short, we still had some laps to do and everyone at the track with Green Hell wanted to make the best of it. Although our Falken street tires were less than ideal for wet conditions like this, the car performed flawlessly even in this treacherous weather. Although we were not taking lap times in any sort of official fashion, our test driver managed an approximately 1:16 lap time on Autobahn’s North course in soaking wet weather with very little time in the M3. The same driver achieved a personal best time of 1:07 in his 996 GT3 Cup Car with Hoosier slicks installed in dry weather, so of course we all beamed with pride knowing we did quite well for a first test day! We still have a great deal of tuning, adjustment, and proving ahead of us before anyone can say that Green Hell is truly perfectly set, but our first shakedown of the car was extremely encouraging.

Of course, Green Hell is still not a dedicated racing car. Green Hell will always have a complete interior, navigation, air conditioning, a great BMW sound system, and all the other comforts necessary for true mixed use. Lap times, for this reason, must be taken with a grain of salt as they are not exactly what the car was created for. However, everyone who saw the car perform on its first test day knew that we had accomplished our true goal. Green Hell was compliant, forgiving, easy to drive at speed, and ludicrously fast around the track. And it certainly didn’t hurt to have the AC and radio blasting on our way home, either.

Without the many wonderful people in the industry this car as well as our other portfolio projects would not be possible.

Special thanks to
Danni & Jamie@Race technologies
Craig & Eric@BBS USA for the beuatiful E88′s
Roman & AJ@ESS Tuning
Andreas & Ceclia@Vorsteiner
Sven@Eisenmann Germany
Alan@Sparco USA
Sam@Autotalent
Greg@Challenge
Alan@Sparco USA
Justin Wylde
The Autobarn Limited
Patrick BMW
Motorsport24
Falken Tires
Macht Schnell
RD Sport

The M3 CRT, short for Carbon Racing Technlogy, will be produced as a limited edition and only 67 units ware being manufactured.

Following the steps of the M3 GTS, the CRT comes with a premium price and a wide range of performance upgrades. It is priced in Germany at 130,000 euro and not available for US market. BMW M3 Carbon Fiber Technology debuts new production process for CFRP (carbon fiber reinforced plastic) components that are used in the upcoming i3 and i8.

M3 CRT uses the same engine as the M3 GTS Coupe, 450 horsepower at 8,300 RPM and 324 lb-ft torque at 3,750 RPM. Top speed is limited to 180 mph and the carbon-fiber dressed M3 runs to 62 mph in just 4.4 seconds.

To test the abilities and performance of the M3 CRT, German magazine Sports Auto takes the ultra-sporty M3 sedan to Hockenheim. While the “regular” E90 M3 Sedan runs through a lap of Hockenheim in 1:14.6 minutes, the M3 CRT runs the same distance, with identical tires, in 1:13.6 minutes.

The magazine also highly rates the M3 CRT when it comes to driving dynamics and the amazing sound coming from the equally impressive high-revving V8 engine.

[Source: BimmerToday ]

The special M3 includes both visual and power enhancements, starting with the ESS VT2-650 Supercharger kit that brings the the total power to 604 WHP. The VT2-650 uses a Vortech V3Si centrifugal supercharger, the same unit found on all of the company’s late-model supercharger systems.

The M3 Coupe also sports the Arkym Carbon bodywork (Arkym front bumper, trunk lid and rear diffuser), KW Clubsport suspension and Innotech exhaust.

At the front, the bumper has been replaced with Arkym’s AeroRace carbon fiber bumper, which features an integrated carbon splitter as well as aggressive side intakes that arc upwards from the outside before diving back towards the center opening. The trunk lid also comes from Arkym, AeroRace carbon fiber, as well as the Arkym’s carbon fiber diffuser.

The car sits on HRE P43S wheels and Toyo Proxes tires (F: 255/35/19, R: 295/30/19). To cope with the increased performance and power, the Arkym M3 uses the RaceTechnologies Brembo 380mm BBK braking kit.

To give that special exhaust note, the Fire Orange M3 uses the iPE Innotech Valvetronic F1 exhaust system.

The uniqueness of the M3 Coupe comes from the Fire Orange paint, the very same color used on the European-only M3 GTS.

To read more about the technology behind the Fire Orange BMW M3, as well as how the car feels on the road, take a look at the Bimmer Mag review.

The special black matter paint first became available last year on the M3 Coupe. Earlier this year, BMW of North America also announced a new limited edition BMW M3, dubbed 2011 BMW Frozen Black Edition M3 Coupe.

The car featured the BMW Individual Frozen Black Exterior Paint, along with Black Extended Novillo leather with Red Contrast Stitching on seats, headrests, door inserts,
armrests, middle console, and door pulls.

This is the first time though that we see the Individual Frozen Black color on an M3 Sedan and if the standard pricing applies, then the special paint set back the owner about $5,000. Inside, the E90 M3 Frozen Black also comes with black leather and red trim, giving the car an even more unique look.

Enjoy the photo gallery!

It remains unknown if the car is available for purchase or it’s simply a showcar as the license plate points out, but we have no doubt it would find a buyer in no time. We have seen plenty of gold or silver plated M cars running around the streets of Russia.

Until further details, enjoy the photo gallery, courtesy of BMW M Facebook Page

Now, the company follows up with another major power upgrade. The BMW M3 Tornado RS outputs 720 horsepower, turning it into one of the most powerful M3s ever created.

The car features the G Power SK III “Sporty Drive” Supercharger System, which increases the V8′s displacement by 15 percent, from 4.0 to 4.6-litres due to the modified crankshaft, a custom cooling system that helps keep temperature at optimum levels, and a carbon fiber airbox which is 4 kg lighter than the standard one.

M3 Tornado RS comes equipped with a titanium exhaust system featuring free-flowing 100 cpsi metallic catalytic converters, resulting new performance figures from all these modifications: impressive 720 horsepower and 700 Nm of torque.

With the significant power upgrade, the G Power M3 Tornado RS runs 0 to 100 km/h (62 mph) in 3.7 seconds, and from 0 to 200 Km/h (124 mph) in 9.7 seconds. Top speed is clocked at 330 Km/h.

In the visual department, M3 Tornado RS sports a series of upgrades showcased through different carbon fiber aerodynamics parts. The car sits on 20 inch forged wheels wrapped in Michelin Super Sport tires. A high performance braking system with 6- and 4-piston callipers plus 396/380mm rotors ensure an optimal braking distance.

No word on the final price for the upgrades, but based on their parts catalog, the G Power’s supercharger system itself costs 35,000 euros.

Latest one to join the club is the BMW Park Lane dealership in London, UK. The photos from the British capital reveal BMW M3 Coupe wrapped around in an interesting foil. The UK dealer decided to give the E92 M3 a look and feel that remind us of the cube aluminum interior trim. The vinyl is also similar to a carbon fiber weave pattern in a grey color that resembles the Frozen Grey paint.

It remains unknown if the foil is a product of the US company 3M as we have seen on previous vehicles.

For those of you that live in London, the car is still in display at the dealership, so feel free to stop by and see it in person.

[Source: BimmerToday ]

CLP Automotive begins with a wide body kit that adds enhanced front and rear wheel arches together with matching rocker panels and bumpers. The hood gets redesigned with additional vents and a central dome. At the back, the aerodynamics are increased by a large fixed rear wing, as seen in the regular M3 GT.

The M3 Interceptor by CLP sits on 19-inch lightweight wheels with a white finish.

Inside, the tuner removes the rear seat bench and adds a roll cage and race-spec Recaro bucket seats. The orange trim adds an interesting flavor to the  racing-ready interior.

As any respectable race car, the M3 Interceptor receives a significant power upgrade. By using a compressor system from G-Power, the M3 CLP now outputs 600 horsepower from the standard 420 ponies.  A Bilstein sport suspension is also included in the package.

The complete cost for the transformation is set at €69,000 (approx. US$97,500), on top of the cost of the M3 Coupe.

The 1995 BMW M3 in Dakar Yellow with black leather was purchased with 182,000 miles on it. The M3 had been resprayed at some point in its life. When we got the M3, the original owner had just put a brand new factory headliner in it. Upon test driving the car, we immediately knew it was going to need a driveshaft. The tire roar was ear bleeding loud.

Once the M3 was in the shop, we looked it completely over. All four wheels were bent. The trans fill plug was loose and leaking. Being a Florida car, the moldings and seals were completely dry rotted.

Immediately the headliner came out of the M3 and was traded for a not-so-nice headliner. We immediately sent the headliner off to have it recovered in alcantara along with the rear deck.

During the same time, we removed the black plastic moldings around the car. We feel the black plastic cheapens the look of the car. Many of the E36 M3 crowd disagree, but for us personally, we will never understand it. We sent them off to our good friends at Wade’s Body Shop in Oliver Springs, TN to have them match body color. The special paint used, which sticks to plastic, was unveiled at SEMA last year. The moldings came out great and we added the BMW Lightweight side molding emblems.

Next step was acquiring a proper stance. We ordered sport springs from H&R, which is a fantastic company who offers very progressive sport springs offering a lowered look and still giving us a factory type ride, but with improved performance.

After the drop, VMR VB3 (CSL reps) in Hyper Black were added. We picked 18×8.5 size all the way around to have the option to rotate tires. The VMRs were wrapped in BFGoodrich tires (235/40/18).

We made our own “test pipe” by cutting off the resonators and welding in straight pipe and painting it black.

We ordered a 3-spoke steering wheel wrapped in alcantara with ///M tricolor stitching as well as real ZKW headlamps, equal length headers, and a gauge cluster from a part dealer in Europe.

When the driveshaft was installed, we decided it was a good time to upgrade the clutch. We installed a UUC clutch and lightened flywheel along with a factory Z3 M Roadster shifter for shorter throws but retaining a factory feel.

The door-panels are a well known problem on E36′s. This car was no different. Brand new door panels are quite pricey. We found a company that redoes door panels along with custom touches. We added alcantara inserts with ///M tricolor stitching on the handles. They look fantastic and complete the alcantara interior.

The factory rear differential came out of the car. Went was a 3.38 limited slip with new 3 clutch pack setup for 40% lock. Factory final drive was a 3.15. This upgrade alone has waken  the car up a considerable amount.

We want this car to stay true to its roots, but upgrading areas that BMW could have possibly done a bit better. Being that this is a 95, the factory kidney grilles remain Dakar Yellow as well as the body color mesh grille in the bumper. Stay tuned for more exciting things, such as E46 ZCP M3 brakes – who has done that before?!

Story by: Andrew Hilliard

Photos by: Connor Hinkle

European Auto Garage is a leading independent full service repair and performance upgrade facility in the Eastern part of Tennessee. They are dedicated to providing top quality service to owners of BMW, Porsche, Audi, Ferrari, Aston Martin, and other fine European cars. EAG is also home to Knoxville Cars and Coffee.

Follow EAG on facebook for more updates.