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Lights on!

The Christmas tree on the taco burns yellow, then red as you hit the red line. Clammy fingers click the flat, broad shift lever back … and it’s all over in eight-hundredths of a second. Clutch in and throttle off, gear selected, clutch out, and hammer down. And you haven’t moved either foot.

You sense a dull thud from behind you somewhere as the electro hydraulic system grabs second gear, you hear the engine revs waver as the clutch is engaged, and suddenly you’re swept up in another glorious surge of acceleration, as the SMG box bangs you back in the seat with the up change.

Above everything else, this third- generation E46 M3 is all about electronics and emotion. Fifteen people spent three years enhancing the M3’s motor sport aura by refining what was a major point of contention with the old E36 M3 – the Sequential Manual Gearbox (SMG).

And when you give the new M3 some serious stick, the engine and transmission collaborate very impressively. But despite the EML software, which communicates with the engine and transmission to more accurately modulate engine speeds (something the old SMG lacked), SMG II still represents emerging technology Now all it needs is greater finesse.

Around town in full-auto mode, the third setting (of five) is the best compromise, being reasonably sensitive to throttle movements and allowing the M3 to utilize its abundant torque. In the top two settings, the SMG needlessly (and annoyingly) holds onto a low gear. You also need to have at least three grand (and preferably three-five) on the taco to achieve smooth gear changes because on light throttle, the M3 still lurches and does a great impression of clutch slip.

The thick M3 steering wheel offers tremendous feedback, but feels light around center and doesn’t deliver the meatiness you would expect from such a focused machine with such a huge footprint. But cornering hard, the steering loads up nicely and the M3 delights with its beautiful balance. Ultimately, it’s an under steerer, but this is an attitude you’ll provoke at extreme speed only. Driven up to eight-tenths, its nimbleness and poise are outstanding. The Dynamic Stability Control (DSC) will reign the car in if you find yourself power over steering, but it isn’t a killjoy and remains a good compromise on public roads. If you’re buying this car, we advise you leave the system engaged in the wet.

In contrast to the wonderfully brutish exterior, the M3’s cabin remains true to the BMW philosophy – restrained, but ergonomically flawless and superbly detailed. The over-abundance of orange backlighting (on the dash, the steering wheel, and shining down from the roof onto the chrome SMG gear stick) is bewildering initially. But the fully-electric Alcantara leather seats spoil you for choice of movement (and comfort), and the deeply-bolstered rear seat is surprisingly habitable for two, even if toe space is restricted. At which point, the sexy new M3 looks like a relative bargain. This is an evolutionary car – not a massive stride ahead in any particular direction – but it looks stunning and what it once did extremely well, it now does even better. Most importantly, it heralds the arrival of use able and worthwhile electro hydraulic gear changes. The clock’s ticking for the fully manual gearbox.

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