From the Archives: 1999 BMW M Coupe First Drive

(From 1998 October issue of Road and Track.) 

In the popular Broadway musical, A Chorus Line, one of the hoofers attributes her lack of success as a dancer to her appearance in a catchy tune called, "Dance: Ten; Looks: Three." It's an upbeat, humorous ditty that, alas, makes a poignant comment about what's really important in our society: looks, in case you didn't get the picture. Which brings us to the M coupe, the latest (and hottest) little number out of Bavaria by way of Spartanburg, South Carolina. Like our chorine, the coupe is a great dancer. But it's also a car that's bound to generate a ton of controversy when it comes to its appearance. Although some may call it un­ gainly, BMW says it's "a shape that truly dares to be different." Or as the Germans say, "Eigenwillig," which means "determinedly going its own way."

But let's leave that debate for the moment and concentrate on the technical and mechanical merits of the M coupe, one of the most exciting Bimmrs to ever turn a wheel. Based on the Z3, the fixed-roof variant uses the same platform, engine, driveline, suspension and basic body structure. In fact, the car is essentially a BMW roadster fitted with a rigid roof. "We took a lot of wood and clay and attached it to the tail of the Z3," says Dr. Burkhard Goschel, BMW's director of special vehicles and leader of the team responsible for numerous M models. An enthusiastic bunch of mechanical engineers but not stylists, Dr. Goschel and company were more interested in building another "Ultimate Driving Machine," not necessarily in winning design awards. "Some hated it, some liked it," says the good doctor. Numbered among the likes was BMW's boss, Bernd Pischetsrieder, who said, "This is a car we should build."

So build it they did, taking the roadster chassis and refining it. Making it some 200 percent stiffer (it's supposedly the most rigid BMW ever built). And better balanced (with 50/50 weight distribution that's about as good as a front-engine production car gets). In the process, the M crew also tweaked the suspension (smaller front and larger rear anti-roll bars; stiffer rear springs) and improved straight-line stability by increasing caster trail. 

As well as improving structural rigidity, BMW has also created a more capacious cockpit with almost double the cargo capacity. Not only will the compartment hold your golf bag, it'll also swallow your luggage—and we don't mean the puny designer kind. Lots of glass, including a lift- up rear hatch, means great outward vision for a coupe (though nothing beats an open cockpit). Speaking of cockpits, the M coupe's interior is virtually identical to the M roadster's, with the same big gauges, well-placed controls and simple switches. There is soft leather upholstery in some unusual colors (standard on the M, optional on the 2.8 coupe), and power controls for door locks, windows, seats, etc. Because the M coupe is fully equipped, the option list is a short one that includes a factory-installed power-actuated moon- roof, an in-dash CD player, a dealer-installed alarm system, CD changer, cellular phone and navigation system.

But let's forget the descriptives and get down to driving, which is what BMWs (especially M-cars) are all about. Slip into that comfortable, super-supportive BMW bucket seat, turn the key and listen as the sonorous, 240-bhp inline-6 springs to life. Snick the ZF 5-speed into 1st gear and head off for a twisty two-lane; in this case, one of the many rural roads that meander through the Blue Ridge Mountains that lie at the Spartanburg factory's back door. With its dual exhausts murmuring softly behind, the M coupe slips through the Carolina air with a minimum of noise and a maxi­mum of rigidity. This is a taut little 2-seater, just like the factory says. Tip into the throttle, however, and the variable valve timing kicks in, punctuating the stillness with its healthy note.

Not only is it snappy—0 to 60 in 5.5 seconds—with 236 lb.-ft. of torque available at the tip of the throttle, there's not a lot of need for downshift­ing. But we're not talking "need" here. So row your way through the gears and enjoy one of the best transmissions in the world with ratios that are perfectly matched to the engine's performance curve. Late-brake into a corner and experience the stopping power of the M coupe's massive 4-wheel discs—assisted by ABS, of course. Pitch the car into that same corner and feel the grip of those meaty Dunlops— abetted by a suspension that is stiff yet compliant. The Ultimate Driving Machine? That would be the M coupe, at least until BMW gives us something even better.

Take it to the racetrack, if you can, as I did at Charlotte Motor Speedway. Using a mini-road-course in the track's infield, I was able to probe the handling limits of both coupe and roadster. Although each car is an impressive handler (test times are com­mendable and remarkably similar), the coupe is by far the more confidence inspiring car of the two. And the better balanced. Unlike the roadster that tends to understeer almost to excess, the M coupe pushes only slightly and can be throttle-steered with ease. And BMW's responsive steering helps a lot, allowing the driver to make corrections with a flick of the wheel.

So it's, "Dance: Ten." Now let's go back to the M coupe's looks. Are they truly just a Three? Well, BMW calls its latest baby "a contemporary Gran Turismo, a closed-body version of a purebred sports car, not unlike the MGB GT, Aston Martin and E-Jag." Maybe so. But in a straw poll of the office staff, most of us were less than enthusiastic about the styling—except for our resident BMW guru (a 318ti owner), who liked it. As did folks in Newport Beach, owners of various enthusiast cars, who spoke favorably of the M coupe's lines. Anyway, love it or not, I'll agree with Dr. Goschel who summed up the M coupe's raison d'etre best: "It's for driving."