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2009 BMW M3 vs. 2009 Porsche 911 Carrera

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    2009 BMW M3 vs. 2009 Porsche 911 Carrera

    Source: Car and Driver

    Is the squeaky-clean, push-button, microchip-managed future of motoring grim? It’s hard to say. Ignition keys are disappearing. So are clutch pedals. And toxic gases. And the risk of violent death.

    Your outlook may depend on whether you’d rather pilot a real 427 Cobra or an X-Wing fighter, the prices of which are about the same. Luke Skywalker can’t drive a stick, but his switch-throwing skills are legendary. Then again, Carroll Shelby could probably kick Luke’s bony butt. The debate rages.

    We put our bony butts in two examples of the future of push-button, high-performance driving. Summoning the Force to safely pick a champion, we headed for the coiled back roads of California and the corkscrewing ribbon of Mazda Raceway Laguna Seca.

    The new BMW M3 is well-known to us and to you, now that you’re digesting our fourth—fourth! When will your letters pleading for more ever end?—comparison test of the M3 in 15 months. Like a solid Hollywood franchise, BMW’s ranking joy toy and its 414-hp V-8 fusillade have us churning out endless popcorn sequels. The M3’s lineup includes a sedan and a convertible, plus a coupe. Our coupe, base price $59,625, has silver-blue paint over rust-colored leather, with $13,895 in options. Almost all the boxes were checked, including the Premium, Technology, and Cold-Weather packs, plus the new $2900 “M double-clutch transmission with Drivelogic,” a $10 way of saying paddle-shifted seven-speed with programmable shift maps.

    We’ve seen the M3 dispatch a Mercedes-Benz C63 AMG and an Audi RS 4, a Lexus IS F, and the stupendous Nissan GT-R. So much for the prelims. This time, the M3 is pitted again a Porsche sneering, “I must blake you!”  The revamped, direct-injected Porsche 911 Carrera makes 345 horsepower from its six-cylinder engine and has an optional transmission called PDK, or Porsche Doppelkupplungsgetriebe. It’s a 10-euro way of saying a “double-clutch” seven-speed, and it costs $4080 on top of the Carrera’s $76,395 base price. To make the 911 and M3 prices better match up, we begged Porsche for a stripper Carrera (the Carrera S has 40 more horses and starts $10,600 higher). Porsche complied—perhaps for the last time—lending us one with a $750 XM radio and $140 floor mats and painted, fittingly, in New York–taxi yellow. You talkin’ to me?

    The dilemma: how to sit in judgment. Should we pick the car that best re-creates the analog, gear-jamming, life-in-your-hands rush of the old days in the digital, fingertip-operated, safety-netted world of today—or the one we just like better? Here’s our answer.

    2009 Porsche 911 Carrera
    Second place: Auto Pilots

    Every new 911 is a solid dose of Porsche tradition. You want to connect with the past? Plug yourself into one of these rear-engine babies. Tire noise, a stiff ride, tightly wound steering; the 911 is for folks who still want to touch the road, get their hands dirty, and work up a farmer’s sweat.

    Well, be cool.

    The aggressive throttle linkage de -mands concentration, indeed punishes those who lack it. In corners, the restless body is always in motion, 62 percent of the car’s weight out back looking for opportunities to get out front.

    As undulating pavement works the suspension and the weight transfers around, the steering can respond with surprises. Sometimes a gentle plow suddenly locks into a viscous bite, which spirals quickly into tail wag if you lift, as your right foot is seemingly screaming to do.

    Tip: Don’t lift.

    Slow in, fast out. That old saw should be engraved on the dash of every 911, especially since the rear weight bias and big stoppers make for fabulous braking. When the M3’s brakes softened after a few hard laps, the 911’s were still shutting it down, lap after lap, with authority.

    Thumbs nestle comfortably onto the ergonomically shaped buttons on the steering-wheel spokes. A mere squeeze shifts the transmission: forward for upshifts, back for downshifts. In auto mode, the PDK operates with fuel economy in mind and an almost seamless efficiency—except in crawling freeway traffic. Instead of locking in first gear to roll along slowly, the PDK more often putt-putts forward by repeatedly goosing the clutch.

    Actually, we never took a shine to the plastic buttons, which are incongruously cold and computer-like in such a primal machine. They imply a future where cars are operated by nose twitches and lip smacks, and a poorly timed sneeze causes a pileup. If we can’t operate a clutch and shifter, have the satisfaction of pushing pedals and sliding shift forks, we’ll take the M3’s paddles. At least you have to move your fingers.

    The 911 has statistical appeal: It’s lighter than the M3 by 380 pounds without using Millennium Falcon materials, and it keeps the pace with an identical 4.1-second 0-to-60-mph sprint despite being down two cylinders, 385 cubic centimeters, and 69 horsepower. Midrange torque even feels stronger than that of the cammy, not-much-below-4000-rpm V-8 in the M3.

    This 911 lacks options but never feels economy-class inside, the black-leather manually sliding buckets still welcoming after all-day sits. We’d recommend adding only the $1320 Sport Chrono pack to give the PDK “sport” and “sport plus” modes for faster shifts when you want them, plus launch control.

    Almost a half-century of evolution has kept the 911 current, and Porsche’s storied badge is undeniably more desirable—indeed a couple of rungs closer to exotic status. But standing on tradition eventually means watching others move forward.

    2009 BMW M3
    First place: Auto Pilots

    The M3 M DCT simply does everything well except tow a hot-dog stand. It may even be the second-best car in the world after the M3 manual.

    Everything is configurable on this hyper-tech machine, especially compared with the one-form-fits-all 911. The orthopedic seats have electric adjustments for lumbar and side bolsters, and the thigh cushions slide to taste. The “power” button adjusts the throttle response; the dynamic stability control turns the skid nanny to zero or to an M Dynamic mode for fun but crash-free lapping.

    You can change the shock stiffness, vary the steering weight, and pick the shift speed and harshness from one of six settings. All for a price that, with the other options, still undercuts our Amish Edition 911 by $7845.

    Voters found the classic 911 shape more pleasing, but the M3’s slick wrapping includes a fast, hardtop roofline and a hood with more bulge than a Jockey billboard. The BMW is longer and heavier, but some things are worth the price, including a usable—indeed, commodious—back seat and a significantly quieter cabin.

    With the M3’s many buttons, you can make of it what you want: loafing commuter, track animal, high-speed touring express. But no matter how you set it, the M3 astounds. There’s more front-end grip than most people have the guts to exploit, the steering wheel able to carve perfectly elliptical arcs up a winding road at foolish speeds. Where the 911 battles each corner, sometimes in a nerve-jangling sine wave of alternating grip and push, the M3 is dead calm. It shows hardly any body roll or bobble, the chassis balanced with the poise of a Bolshoi star. Call it insulation, or call it stupendous competence, but the M3 chewed 1.1 seconds off the 911’s best Laguna lap time and was quicker through the lane-change maneuver.

    When the M3’s tail wags, as it so often does in hot lapping, a finely calibrated throttle makes it easy to ride out the drift and ease it back into line. The wheel effort is lighter than the 911’s, too light for some, but the talk-back is solid, as is the sense of immutable control.

    Where the low-slung 911 feels more sporting, the M3 wears like a sedan. The seats seem higher, the dash layout more conventional, the foot and leg space more generous. Upshift lights ring the tach, and the 8400-rpm redline actually moves depending on the engine temperature. Stitching in BMW M tricolor and bands of upholstery pressed with a carbon-fiber weave enhance the motorsports theme.

    This isn’t the single-clutch, neck-jerking, hateful sequential manual gearbox (SMG) of old. BMW’s new M DCT is also a twin-clutch box like the 911’s but with two paddles—left for down, right for up—to change gears in a fluid eye blink. We found it easier to make friends with, and missed shifts were less common. Even the launch control is adjustable: The step-off rpm can be varied using the cruise-control knob.

    Have it your way, says BMW. We’ll have ours in blue or red.
    [YOUTUBE]vC9y0_jPv4c[/YOUTUBE]

    [YOUTUBE]j9k5Lo_ja_w[/YOUTUBE]
    ...petrolhead

    2007 E60 M5 Black Sapphire|Indianapolis Red

    #2
    Makes me miss the E30, E36, and to some degree the E46 M3...

    Comment


      #3
      That's what the market demands . . . But, even with the push button cars these day. The ///M's still take the show !
      sigpic5/94' E36 318iS 5-spd
      Bilstein PSS|SWIFT 070's|26/18mm sways|FCABS|Sphericals|Prospec/ACS bars|M plates+shims
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      P&P TB|3" box|COP|FDM|De'heater plated
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      Comment


        #4
        Comparing both cars, the M3 steals the show from Carrera !

        Comment


          #5
          Guys, that was too much for me to read at this hour, uhm... so who won?
          -----------------------------------------------------------------------------------------------------------------------------------------------
          '00 BMW :///M:5 Alpine White

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          Comment


            #6
            Ofcourse the new M3 won !

            Comment


              #7
              M3 FTMFSOBW!!!!! woooohooooooo!
              sigpic

              Something EVIL is brewing... :///M:

              Cry havoc... and let slip the dogs of WAR!!!

              Comment


                #8
                with the current prices in Dubai you can get a Carrera S & that will kick the M3's a$$! :P:P:P

                BMW history:
                07 Z4MC | 01 330ci | 99 Z3R | 93 325ic

                Comment


                  #9
                  Apparently the new facelifted Carrera S is faster than a stock M5, according to some people on the M5board.com
                  ...petrolhead

                  2007 E60 M5 Black Sapphire|Indianapolis Red

                  Comment


                    #10
                    Originally posted by petrolhead View Post
                    Apparently the new facelifted Carrera S is faster than a stock M5, according to some people on the M5board.com
                    Are you talking about E39 M5 or E60 M5

                    Comment


                      #11
                      E60 ofcourse :)

                      BMW history:
                      07 Z4MC | 01 330ci | 99 Z3R | 93 325ic

                      Comment


                        #12
                        Yup E60... apparently it is faster than a Viper too
                        ...petrolhead

                        2007 E60 M5 Black Sapphire|Indianapolis Red

                        Comment


                          #13
                          I heard scary stories about the face lift Carrera S !! .... They say it's really fast !
                          Drive To The Satisfaction... A Dreamer's Pursuit

                          2013 F10 M5 - M Drivers Package
                          Alpine White / Sakhir Orange

                          Mods: ZCP Kidney Grilles

                          2009 E92 M3 - M Drivers Package
                          Melbourne Red / Imola Red [Manual] (SOLD)

                          Mods: Full Catless AlphaMale Performance Valvetronic Exhaust | Macht Schnell Stage 2 Air Intake | H&R Lowering Springs | ECS Tuning Spacers | Carbon Fiber Front Splitters | Glossy Black Kidney Grilles | Plasti-Dipped Fender Grilles | LCI Tail Lights | Carbon Fiber H-Style Diffuser | Stage 2 Tune (Simon MotorSport) | Macht Schnell Pulleys | Carbon Fiber LowKick Trunk Spoiler

                          2003 E46 M3 - Carbon Black / Imola Red (BLOWN)
                          Mods: Rear Smoked LEDs | Front Smoked Corner Lights | 4300K Phillips 85122+ Bulbs | BMC Drop-In Panel | Matt Black Kidney Grilles | 7500K CCFL | Matt Black Side Grilles | FOX SS Muffler | VIEZU Remap | CSL Carbon Fiber Splitters | EvoSport Under Drive Pulley Kit | K&N Cold Air Intake | K&N Scoops | Hawk Carbon-Ceramic Brake Pads | R1Concepts Zinc-Coated Cross-Drilled Rotors | Agency Power Stainless Steel Braided Brake Lines | Hyper Black M3 Competition Rims | FXR Bi-Xenon Projectors w/ Clear Lenses | 70% 3M Tinting
                          1997 E39 528i - Champagne Beige / Sand Beige (SOLD)
                          Mods: Front & Rear OEM Facelift | K&N Cold Air Intake | Straight Pipes | MAF Delete | Custom Made Air Intake Elbow | 3.15 LSD Differential | SplitFire Spark Plugs | E36-7 Z3 OEM 17" Rims | 50% 3M Tinting

                          Need Assistance?
                          eMail:
                          Rafik@bmwclubuae.com


                          @Rafik_Jabbour (Link)

                          Comment


                            #14
                            any idea of the price?
                            sigpic

                            2004 X5, HAMMAN - SOLD
                            2006 Z4M - SOLD
                            1967 SHELBY GT500CR - SOLD
                            2001 Ferrari 550 Maranello - SOLD
                            2001 Ferrari 456 MGTA - CURRENT
                            2006 Hummer H3 -CURRENT
                            2003 Citroen Saxo 1.1 - Special Mongol Rally 2012 - SOLD TO CHARITY
                            1997 E36 M3 - PROJECT CAR
                            2008 Ferrari 312 Scaglietti - CURRENT

                            Comment


                              #15
                              u need to pick a car JL... hehe, u're playing on too many strings :)
                              sigpic

                              Something EVIL is brewing... :///M:

                              Cry havoc... and let slip the dogs of WAR!!!

                              Comment

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