BMW M - Coupe (1998 - 2003) Car Review

O CAROLINA JUMP AND PRANCE

Our Rating: 6.6 / 10

BY ANDY ENRIGHT

Few cars polarise opinion as much as the BMW M coupe. Its admirers would argue that it has unparalleled visual impact, whilst its critics would point out that same could be said of a three legged man with his mouth on the wrong way up. Whether you find it beautiful or freakishly ugly, the M coupe doesn’t create too much argument when it comes to the driving experience. As one of the finest BMW’s of recent years, it could well be earmarked for future classic status. With used examples now looking a bit more affordable, can you resist being absolutely corrupted by M-Power?

History

BMW has traditionally been reliant on its M-Power division based in Garching, north of Munich to add the necessary sporting spice to its range. With some legendary vehicles, such as the M1, early M3 and M5 on its CV, the Garching plant found the cupboard surprisingly bare in 1998. With no M5 model on the market and the M-built 850CSi similarly deceased, engine production concentrated on the 3.2-litre unit destined for the ageing M3 and the new Z3 based M roadster being assembled at BMW’s Spartanburg plant in South Carolina. Neither of these two models were welcomed by BMW enthusiasts as ‘proper’ M-cars. The M3 was compared unfavourably with the old shape E30 M3 and denigrated by the motoring press as little more than a CSi, BMW’s traditional designation for a sports touring coupe. The M roadster was viewed as having too much power for the slightly wobbly open-top body to handle with any conviction; the Z3 brand struggling to escape from its early 1.9-litre ‘hairdresser’ origins.

The M coupe’s development history is interesting. A team of hardcore driving enthusiasts at BMW’s Research and Development Centre felt that the M roadster wasn’t extreme enough for their liking. Working after hours, they stripped the wings off a Z3 roadster and sculpted a coupe body. It’s tempting to imagine that they neglected to adequately ventilate the studio and lost all power of reason due to the aerosol effects of the sculpting foam, but that’s not the case. The design they came up with was shocking, challenging and quite unlike anything BMW had ever produced.

The M coupe redressed a lot of the failings of the roadster. Although mechanically identical, the fixed roof served to stiffen the chassis, and the almost wilfully ugly looks ensured that the M coupe wouldn’t be bought by extravagantly-coiffured posers. Introduced in September 1998, the hard top car found immediate favour with traditional BMW M-buyers, outselling the identically-priced M roadster by nearly three to one. In spri

Opinion

If one were to design a credible and desirable coupe, the Z3 body would be a great place not to start. In its early incarnation few liked the mismatch between the aggressive front and timid rear end. The M coupe remedied this. Huge wheel arches sprout from its flanks, arcing up to a short roof that looks over that long bonnet. No, it doesn’t sit easily on the eye, and it definitely works better in some colours than others, but it’s certainly striking. Big seventeen-inch alloy wheels lurk within the arches, shod with monstrous low-profile tyres.

Inside, the story is similar. BMWs are usually renowned for their design restraint and low-key interiors. Not so the M coupe. Trimmed in a variety of colour schemes which are extrovert to say the least, the M coupe doesn’t feel old-money BMW. Chrome ringed dials dot the fascia and the overall effect is of exuberant gaudiness. The only discreet thing about the car is the tiny ‘M coupe’ legend picked out in the speedometer dial, lest you forget why passers-by are walking into lamp-posts.

The M coupe is a strict two-seater, but with more luggage capacity than the roadster upon which it’s based. Despite this, it’s a tight squeeze once inside. Drivers over six feet should not specify the sunroof, robbing two inches of headroom as it does. Despite being fully trimmed in leather, the narrow seats grip the body well and the chunky leather-trimmed wheel feels purposeful. ‘Old-school’ BMW design cues such as the ‘organ-stop’ light switch remain, as does the peerless instrument clarity. The huge rear-view mirror impedes forward visibility in left-hand corners however, and another demerit point is for the lack of the M3’s six-speed gearbox. Apparently this wouldn’t fit in the Z3-based body shell.

Standard equipment is predictably good and includes the ‘M’ aerodynamic mirrors, with probably the noisiest electric adjustment of any production car. There’s also ABS, twin airbags a BMW RDS stereo system, central locking, heated seats and t

Cost

You’ll recognise those who bought their M coupes new in early 2000 by the long faces and insistence on unreasonable used values for their cars. The story behind this is that in mid 2000, BMW dropped the new price of the M coupe from £40,420 to £35,820. There are no shortage of early 2000 cars going for unreasonable sums as vendors adopt the ostrich position and claim it never happened.

Not to worry. There are plenty of good, honestly priced M coupes about if you know where to look. Opening price on a 1998 S plate is around £12,800, or £13,200 if it’s a 1999 car on the same letter. 2000 V plate models retail for around £14,800 and X-registered cars should carry a sticker of approximately £16,200. Surprisingly, the M coupe falls into insurance group 19, quite reasonable given its 321bhp power output and lower than rivals such as the Lotus Esprit and TVR Tuscan.

Problems?

The early M coupe’s standards of fit and finish fall slightly short of what we have come to expect from German-built BMWs, with some of the plastics not bearing that indestructible feel. Owners attest to the fact that whilst the M-coupe’s reliability is good, the car is not immune to the odd squeak and rattle. As the workers at the Spartanburg factory tightened up their quality control procedures, later cars felt palpably better screwed together, a process which is evident in the impeccably-built X5 Sports Activity Vehicle, built alongside the M coupe in South Carolina.

What many customers forget when buying into the M-Power image is that to all intents and purposes, this is a handbuilt engine. To extract 321bhp from 3.2 litres without recourse to turbocharging, a number of rather clever Germans have spent many hours polishing, balancing and calibrating the internal workings of the engine, and as a result, no two engines are ever exactly the same. This results in many M coupes feeling and sounding slightly different. Likewise, the engine responds well to frequent attention, easily dropping out of tune if used mercilessly. It’s a beautiful thing and like most such possessions is inevitably high-maintenance and demanding.

You’ll need to have a good look at tyres, bodywork and wheel alignment. Take it as read that the majority of M coupe owners will know what they are talking about, and be wary if you find mismatched or badly worn tyres. The front spoiler is quite low, and may have had unhappy altercations with sleeping policemen or kerbs. Check the wheels for kerbing and also make sure that the rear cargo nets haven’t torn the fixing lugs from the floor.

Parts

(approx based on a 1999 M coupe) BMW spares aren’t especially expensive, although parts for the M cars are notably pricier. A set of front brake pads for the M coupe will cost around £60, a replacement headlamp unit is around £170, and a starter motor retails at around £110. Rear silencers are £315 per side, while the front exhaust system (minus the catalyst) will set you back around £850. An alternator is over £300, a front shock absorber is £190 and a fuel filter should see change from £20.

Road

Glance down at that M-badge staring back from the steering wheel and you know this is going to be no ordinary drive. Twist the key and you get the full-strength 321bhp in-line six-cyl