2012 will also be the final year of production for the E90/E92/E93 Model M3, before the V8-powerplant is replaced with a new turbocharged six cylinder unit in the new 3 Series, so this might also become a collectible last edition for the current M3 range.

Just 100 Frozen Silver Edition M3′s will be sold in the UK, wearing a special plaque to highlight the limited edition nature of the car.

But UK customers won’t be the only ones lucky enough to pick one up, the BMW M Award presented at the end of each MotoGP season for the rider with the most success in qualifying will this year be a Frozen Silver Metallic M3 Coupe Competition Edition.

Apart from the unique matt silver paint finish, it’s all business as usual for an M3, with its 414bhp V8 engine, standard seven-speed M DCT transmission with variable M differential, 10mm lowered suspension with three-stage Electronic Damper Control, 19-inch light alloy wheels and a revised DSC+ system.

Matt black alloy wheels complement the bodywork, with a dark chrome exhaust, side gills and kidney surrounds, and jet black bonnet intakes. High-gloss shadowline exterior trim completes the exterior look.

Inside, the standard specification includes black novillo leather with contrast stitching and palladium leather armrests and inserts. The steering wheel is covered in alcantara and comes complete with an M3 chequered flag motif, while the door sills feature a similar logo.

Carbon fibre is liberally applied to the interior trim, whilst the handbrake has M Power lettering stitched onto it.

With all these features being fitted as standard, the M3 Frozen Silver Edition represents more of a ‘special’ package of options than a model in itself. All these options would add around £9,000 to a standard M3, but for an additional cost of just £4,000.

The M3 Frozen Silver Edition goes on sale in the UK at £58,720 on 1 June, 2012 and is available as a coupé (E92) only.

The M Performance model range, is closer in concept to Audi’s ‘S’ models, where their RS models are positioned head-to-head with BMW’s M cars, so the Concept M135i is not a replacement for the 1 Series M Coupe, even though both cars look to use similar powerplants with over 300 bhp.

BMW M Performance models have noticeably increased agility over standard models, more controllable handling characteristics and a more emotional design, although the front spoiler, rear valance, side skirts and stripes can all be purchased individually from BMW’s M Performance catalogue.

Powered by a straight-six petrol engine featuring M Performance Twin Power Turbo technology, the Concept M135i features large air intakes, an M sports braking system and 18-inch M light alloys with a double spoke design.

The Concept M135i will only be on display during the Geneva motor show press days (6 – 7 March 2012), so please don’t journey over if that’s your only reason for attending.

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Engine power is expected to be in the region of 320 bhp (BMW have just said over 300 bhp at this stage), together with around 330 lb-ft of torque. So it’s close, very close to the numbers produced by the 1 M.

But of course it’s not an ‘M’, not a real one – it’s an ‘M Performance’ 1 Series, which means it’s slightly less performance oriented and easier to live with on a daily basis.

Rather than receiving a bespoke engine, engineered from the ground up ‘only’ for an M car, these ‘M Performance’ models are enhanced and optimised mainstream BMW’s but using the expertise gained by the BMW M division from decades of motor racing.

Confusing isn’t it?

There’s more to an M Performance BMW than the engine though, BMW say “..they have noticeably increased agility, precisely controllable handling characteristics and an emotional design.”

In the case of the Concept M135i that means a modified suspension and M sports braking system, which is perfectly adapted to match its increased road performance.

Besides the uprated engine, suspension and braking, the M135i shows of the new range of M Performance Parts (as seen in the video above). These include three-dimensionally designed flaps for the air intakes, lower section of the rear apron finished in Dark Shadow metallic, double exhaust tailpipes with a dark chrome trim and Ferric Grey coloured mirror caps.

There’s little more to say at the moment, but we’ll bring you further insights as they are revealed in Geneva.

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BMW describe the new cars as representing “..a new category of vehicle from BMW M GmbH. Based on current BMW models, they have been selectively refined in terms of technology and design using the expertise focused at BMW M. They therefore offer greater agility, precision and emotion in the BMW M style.”

This new category of M car starts with 4 new models – X6 M50d, X5 M50d, M550d xDrive Saloon and M550d xDrive Touring, which will be joined by further models during the course of 2012.

Philosophy

These are the first BMW M Performance cars fitted with a high-performance diesel engine combined with the all-wheel drive xDrive system and despite the bullish claims of their sporting prowess fans of the blue-propeller-badge will be aghast that the once-purist sub-brand could move so far away from its high-revving, normally aspirated, rear-wheel drive roots.

BMW say these new models are clearly not as focused in terms of driving feel as the core BMW M cars- the ‘M Automobiles’, which themselves demonstrate the highest form of performance sports car within their own segments, but that the everyday usability which is typical of all BMW M products is especially tangible in the new BMW M Performance Automobiles.

If that sounds like a cop-out, BMW then go on to explain that what characterises an M car is the coherence between drivetrain, suspension technology and design (no mention of the engines…) and this has been achieved by means of an optimised set-up of the all-wheel drive system and 8-speed automatic transmission, as well as suspension components which have been modified in detail – together with light alloy wheels developed exclusively for these models.

Suspension

All modifications to the suspension and damping, steering, brake system, suspension control systems and all-wheel drive are geared towards the specific performance characteristics of each car. The result: even in dynamic driving situations, the transmission, steering and brakes provide clear-cut, predictable responses to the commands conveyed by the driver via the accelerator, steering and brake pedal.

Self-levelling air suspension is fitted to the rear of both X6/X5 models and the X6 M50d has electronically controlled dampers with BMW Adaptive Drive active anti-roll function as standard too. It is optional on the X5 M50d.

With their bespoke chassis configuration, the X5 M50d and X6 M50d drive through all four wheels via BMW’s intelligent electronic xDrive system. By integrating with the DSC stability control, xDrive allows a typically BMW rear-drive bias, but can intervene in milliseconds to enhance stability through the Performance Control system on the X5 M50d or the Dynamic Performance Control system on the X6 M50d. Both systems achieve this by braking the appropriate rear wheel while simultaneously increasing engine power and redistributing torque to other wheels with more traction.

Engine

The 2,993cc six-cylinder in-line engine is the most powerful diesel ever to come from BMW, and the first to feature three turbochargers as an extension of the company’s TwinPower Turbo technology.

The integration of two small variable-geometry high-pressure turbos and one larger lower-pressure turbo ensures instantaneous response throughout the rev range by ensuring the charge pressure is maintained at exactly the right level for the load being put upon the engine at any moment.

One of the two small turbochargers is activated at engine speeds just above idle, allowing its low moment of inertia to instantly respond to any movement of the accelerator. As the revs increase to 1,500rpm the flow of exhaust gas reaches the large turbocharger, ensuring that peak torque of 740Nm is attained and maintained from 2,000rpm until 3,000rpm.

At 2,700rpm a vacuum-modulated exhaust flap opens allowing exhaust gas to flow past the second small, low moment of inertia turbocharger creating additional charge pressure, allowing maximum power of 381hp to be available from 4,000-4,400rpm. If the large turbocharger is spinning at particularly high speeds a vacuum regulator opens a wastegate valve to relieve pressure and so avoid unwanted exhaust backpressure.

The new engine delivers a peak output of 381 bhp, which translates to just over 127 bhp per litre (well above an M3 for instance). No less impressive is the maximum torque of 740 Nm (546 lb-ft), available from an engine speed of just 2,000 rpm.

Spontaneous response combined with a high output and high revving characteristics (for a diesel engine) make for a driving experience which BMW claim surpasses virtually anything previously possible with a diesel engine.

Another important facet bears out regarding the quality of the engine performance: in the context of its maximum available output and fuel consumption, the new diesel engine is said to offer the best efficiency figures ever seen in a serial production engine of this type. Never has such a low level of fuel consumption been available with such high performance.

Their performance – 0-62mph in 5.4 and 5.3 seconds respectively – is matched by supreme efficiency as a result of the EfficientDynamics measures fitted as standard. Fuel economy and CO2 emissions for the X5 M50d are 37.7mpg and 199g/km, while for the X6 M50d they are 36.7mpg and 204g/km.

Styling

As you can see from the pictures, the new M Performance Models differ only subtly from the standard models on which they’re based and likewise avoid looking too similar to the pure M Cars that the brand is known for.

Each new model uses distinctive design components for the exterior and interior, including those lightweight smoked-finish alloy wheels, BMW M badges on the door sills, steering, boot lid, engine cover, gearshift lever and instrument cluster whilst a range of unique sporting alcantara/nappa leather trim options are provided with Brushed Aluminium Shadow interior trim.

Pricing has yet to be confirmed for the M550d models, but BMW has confirmed that the BMW X5 M50d goes on sale 16 June 2012 with an on-the-road price of £60,325, while the BMW X6 M50d will be available from £62,260 OTR.

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You would do exactly what I did a few months ago – get your skinny behind into the nearest bucket seat and start evaluating as many car/tyre combos as you could fit into the day.

We were spoilt for choice. Literally.

The track; Circuit Estoril in Portugal. Our hosts; Michelin. The tyres; Michelin’s Pilot Sport Cup, Pilot Super Sports, PS2 and Pilot racing slicks.

And the cars? How about, every major Porsche 997 variant, Audi’s V8 and V10 R8, Audi TTRS, BMW M3, Ferrari’s 458 Italia, KTM X-Bow, Nissan GT-R, Gumpert Apollo.. You get the picture.

From track to street

Back-to-back testing provided the opportunity to evaluate the different characteristics of the tyres and how the technologies developed for the track have been passed on to the road.

Our main focus of the day was to learn about the relationship between Michelin’s race tyres and those which you or I can buy for our road cars.

I’ve been a customer for many years and yet I hadn’t realised just how seriously Michelin takes its racing. Rather than being a platform to show off their brand, racing is at the core of the company’s research and development programme, working closely with partners such as Porsche, Audi, Citroen and BMW.

Michelin treat all racing teams in a fair and equal way, collecting data, mixing it together and then advising teams on the most appropriate tyre choice, without actually sharing any identifiable data from a specific team.

But it’s not just global car manufacturers that Michelin works closely with, the tuning industry provides an important source of insight, blurring the boundary between road tyres and those best suited for the latest Nurburgring lap record.

We’re told that Michelin are the biggest spender within their industry on R&D, committing over 500 million Euros to the task of keeping their tyres at the very top.

So committed to the purpose of racing as their primary means of R&D, that the company says it has no plans to compete against Pirelli to supply tyres to Formula 1. Competing against other tyre makers is at the core of Michelin’s philosophy, and it believes that achieving high-performance over distance with consistent performance is better earned through competition.

Michelin’s Pilot Super Sport

Before travelling down to Estoril, we asked what you’d like to know more about and in fact during the day I was in constant contact with you via Twitter.

The most common question concerned Michelin’s latest high-performance tyre, the Pilot Super Sport, which will eventually supersede the well-respected PS2, which we got to compare it against out on track.

If you’re familiar with Michelin’s established track-day tyre, the Pilot Sport Cup+, then you’ll be aware of its benefits but also some of its disadvantages.

Cup tyres behave in a pseudo-slick-tyre way, benefiting from some heat-cycling before hard use and providing chewing-gum levels of grip and consistency at the limit.

Inside the 458 Italia during a fast lap of Estoril circuit. You can see how well suited the Pilot Super Sport is to such treatment.

The downside is, they don’t last very long – not if you’re used to the lifespan of a typical high-performance road tyre – and they’re ultra-tricky to drive on in the wet or when temperatures drop below 7 degrees C.

I’ve worn through a set of new £1,000+ Pilot Sport Cups in just a single weekend, which can bring a tear to the eye of even the most hardened track-day junkie.

Swap a set of Cup tyres for the more conventional PS2s and on track you’ll wonder where all the fun has gone. At the limit, the PS2s squeal like pig, give up their grip more abruptly and are more likely to lock-up under braking for slower corners.

As road tyres go, they’re one of the best, but out on track it was quickly evident how ill-suited they are to the task of consistent high-speed lapping.

Porsche 911 GT3 Cup on a similarly fast lap of Estoril circuit. This time the GT3 Cup is wearing a set of Pilot Slicks.

The new Pilot Super Sports represent a ‘step change’ in the capabilities of road-based performance tyres – equivalent to the alchemist’s trick of turning lead into gold. They’re a road tyre, but not as we have previously defined the breed.

On track they behave similarly to the Cup tyres, plenty of grip and consistency and none of the squealing so evident in the PS2s, whilst on the road they feel docile, reassuring and a fitting replacement for the PS2.

Whilst they’re not quite as quick on track as the Cups, they offer the same consistency which enables you to concentrate on trimming your lines and carrying more speed, without concerning yourself with the performance drop-off of an overheating road tyre.

The Super Sports are more stable under heavy braking, with less understeer a more positive steering response and a wonderfully wide slip-angle to play within on the limit.

Ferrari 458 Italia on Michelin Pilot Super Sports. These tyres were tortured for ‘research purposes’ shortly after this photograph..

If it’s credentials weren’t already solid enough, Pilot Super Sports last ‘twice’ as long as PS2s out on track, with around the same lifespan on the road.

When fitted to our Porsche 911 and Audi R8 test mules, the differences out on track were immediately apparent. Whilst nothing can match the purity, grip and response of Michelin’s racing slicks, we all agreed that the tyre we would choose to smuggle into our hand luggage for the return flight home, would be the Super Sport.

The two-wheel drive MTM Audi R8, awaiting a fresh set of rubber.

If there’s a downside of such a tyre innovation, it’s the question of whether owners are able to fit them to their latest purchase. Although Michelin has worked with manufacturers such as Porsche, BMW M and Ferrari in developing the Pilot Super Sport, Porsche in particular must put the tyre through their own homologation processes before approving the tyre for fitment to their range of cars.

This N-rated classification, which you will find on the sidewalls of all Porsche approved tyres, is the result of their independent testing for dry handling and braking, wet handling, hydroplaning, rolling circumference, high-speed running, wear, rolling resistance, noise and comfort – all of which is then optimised to deliver the desired levels of Porsche-ness.

Whilst the Pilot Super Sports felt ideally suited to the 997′s we drove around the dry Estoril track, they must also suit other road conditions and the abilities of a wide range of drivers, so frustrating as it might seem, the Pilot Super Sports are unlikely to be homologated for Porsche cars until late Summer 2012 at the earliest.

Porsche’s 911 and Michelin’s Pilot Super Sport – a marriage made in heaven. But unfortunately you can’t chose them on your Porsche yet, until they are officially homologated. Big shame.

The consequence of fitting a non N-rated tyre to your Porsche is purely one of insurance, both when claiming on Porsche’s warranty and if the worst happens and you’re involved in a road accident. It’s a grey-ish area and one which I have frequently crossed with the Porsche’s I’ve owned myself, but it’s a risk you should be aware of should you decide to take the plunge early.

Fear not though, if you really must wear the latest and greatest footwear on your Porsche, then we’re reliably informed Porsche’s new 991 model will be available with them as an OEM fitment when shipments begin.

Interestingly, we learned from our time with Michelin that even though the Pilot Super Sport is normally quicker than PS2 and Cup+ is generally quicker than both on track, this is not always the situation for every car.

For instance, the Michelin PS3 is a better tyre on the KTM X-Bow than the Super Sport, and Michelin often advise a less sporty tyre for its tuner customers, depending on the unique dynamics and balance of their cars.

So, bear that in mind the next time you go tyre shopping – the widest and stickiest aren’t necessarily the fastest – and with very few exceptions, you can’t go far wrong with Michelin’s latest Pilot Super Sport.

It was Mercedes back in 2006 that initially kicked off the (Black) trend with its SLK55 AMG Black Series – a more focused and sporting variant of the SLK55 AMG with stiffer suspension and less weight, courtesy of a carbon fibre roof panel which replaced the standard car’s folding roof. Then they brought us the CLK63 AMG Black Series, SL65 AMG Black Series and more recently the C63 AMG Coupé Black Series. All are lighter, faster and more focused driving tools where the Black Series label is clearly used to convey their uncompromising nature.

Whilst Mercedes seem to have defined the genre, you may be surprised to realise just how many special ‘Black’ editions have now been launched by other car makers. I certainly was.

No doubt I’ve missed a few, but these are the ones which caught my attention. By all means post any others in the comments below.

1. Mercedes AMG Black Series

2. BMW M3 Frozen “Black Edition”

3. Audi Black Editions

3. Porsche Black Editions

4. Nissan Black Editions

5. Mazda Black Limited Editions

So, what did we learn..?

Well it looks like Mercedes have grasped the essential irony of the Black Edition philosophy – which involves looking ‘almost’ like a standard model but carrying a much bigger stick. Whilst it may not be necessary for a Black Edition model to also wear black paint, green, red or anything else glittery is clearly missing the point somewhat.

Recent advances in paint technology are making matt black finishes more commonplace, however based on the examples thus far, most car makers will choose to either upgrade a standard model’s performance or add a stealthy design – but rarely both.

Cars such as Ford’s latest RS500 bucked that trend, but most car makers seem to be using the ‘Black’ label on their cars in much the same way as the Fashion world uses the little black dress – those stylishly simple dark tones show off curves like nothing else.

Despite my initial concerns that Black Edition models were becoming rather commonplace, there thankfully remains at least one car maker who continues to define the type. When it comes to special edition ‘Black’ models it’s still a case of “AMG.. there is no substitute.”

The 1 Series M Coupe recently joined the rest of the M car fleet at BMW’s $12 million Performance Centre, where SkiddMark correspondent Tony Braybon visited during his time with the BMW Rahal Letterman Racing Team at the Sebring 12Hrs last year.

There’s a lull in the spy business at the moment around BMW’s Spartanburg plant, but Palbay is on the lookout for the facelifted 2013 X6, X3 M and also the “Super X6 M” which should be showing up soon.

It’s never a dull day in Spartanburg, except when it rains, and even then there’s reason for Joy if you’ve got a 1 Series M Coupe and some wide-open tarmac.

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The no. 7 BMW M3 GT was lying eighth overall by the end of the four-hour evening session. Dirk Werner (DE) clocked the fastest time of 8:32.302 minutes on the car’s sixth lap. Prior to this, Dirk Adorf (DE) had completed four laps of the 25.378-kilometre circuit. However, qualifying came to a premature end for the German trio when Dirk Müller (DE) crashed in the “Karussell” two hours into the session.

PREPARING FOR THE GREEN HELL from tim hahne on Vimeo.

In car number 1, last year’s winners Augusto Farfus (BR), Jörg Müller (DE), Uwe Alzen (DE) and Pedro Lamy (PT) struggled with technical problems and consequently lost a lot of time in the pits while repair work was carried out. The drivers complained of vibrations in the car, and the team is now analysing the exact reason for this. Farfus clocked the fastest time of 8:36.669 minutes for car number 1. This puts the BMW M3 GT in 15^th on the provisional grid. The fastest lap time of 8:23.764 minutes was set by the no. 2 Ferrari.

Dirk Müller lost control of car number 7 as he entered the “Karussell” and hit the crash barriers. A cameraman who was standing behind the barrier as the accident happened was taken to the hospital in Adenau for medical checks. According to the organisers, fortunately he was unhurt. However, as a precaution he will spend the night in hospital.

The right side of the BMW M3 GT was damaged in the accident. The team does not believe it will have any problems completing the repair work in time for the second qualifying session, which begins at 16:55hrs on Friday.

Augusto Farfus (car number 1): “My lap was ok, but we are obviously hoping to improve tomorrow. This is a 24-hour race, so the grid position is not crucial. Despite this, we still want to be further up the grid. I tried to lose as little time as possible in traffic. That was not at all easy. We will have to find out exactly what was causing the vibrations. So, we certainly have plenty to do before the second qualifying session.”

Dirk Werner (car number 7): “Most of the fastest times were actually set during the early stages. I was out on used tyres again and managed a relatively clear lap. That is a rarity with more than 200 cars in the field. Our BMW M3 GT is working quite well, and we still have a bit of time to work our way up the field.”

Dirk Müller (car number 7): “I lost the rear of my BMW M3 GT as I braked, shot over the Karussell and hit the crash barriers. The most important thing is that, according to the organisers, the Japanese cameraman is okay. I am sorry he was hurt in the crash. The damage to our car does not seem to be so serious. However, it is obviously not helpful to miss more than half of the qualifying session.

Update: 24/06/2011 @19:00 CET – Team BMW Motorsport improves and starts from fourth and fifth on the grid at the Nürburgring. Both BMW M3 GT cars managed to improve their lap times compared to the times set in Thursday’s first qualifying, and now find themselves in promising positions for the endurance classic in the Eifel Mountains.

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It’s no M3 CSL, but it shares the same spirit. Back in 2003 when BMW launched the CSL it represented a test bed for new intelligent lightweight technologies, most notable of which was its carbon fibre reinforced plastic (CFRP) roof.

The new M3 CRT is likewise the first model to use a material that originated in an innovative BMW production process for lightweight components. The cuttings left behind from the body construction of the new BMW i models BMW i3 and BMW i8 are woven into CFRP mats of various sizes, impregnated with synthetic resin and hardened.

The results are evident in a bonnet which weighs only a quarter as much as a steel equivalent, but has the same strength and rigidity. The material produced through this innovative manufacturing technology is also used for the car’s bucket seats. Here, the CFRP layers are wrapped around a recycled-paper honeycomb, with a carbon layer made using conventional production technology added to visible areas. CFRP is also used to make both the rear spoiler of the BMW M3 CRT and an air-channelling element integrated into its front apron.

Engine

Whilst the high-performance BMW M3 CRT is based on the BMW M3 sedan, its engine, gearbox and chassis comes from the M3 GTS coupe. With its 444 bhp high-performance M engine, the BMW M3 CRT achieves a power-to-weight ratio of 3.5kg/HP and weighs 70 kg less than a BMW M3 sedan.

The weight advantage is the result of the CFRP components already mentioned plus an extremely lightweight titanium sports muffler and sound-proofing configured especially for the BMW M3 CRT.

Power is transferred to the tarmac by mixed tyres in dimensions of 245/35 R 19 at the front and 265/35 R 19 at the rear, on 19-inch CSL-style alloy wheel rims. BMW claim a top speed of 181 mph for the M3 CRT, which can accelerate from 0 to 62mph in just 4.4 seconds.

Design

Unlike the standard M3 Saloon, the M3 CRT makes do with just four seats – which is still two more than the M3 GTS offered. Complementing the matt-effect Frozen Polar Silver metallic paint finish are applications of Melbourne red metallic in areas such as the front spoiler and bonnet air intakes.

Inside, the M3 GTS features a unique combination of black/red leather and decorative strips in a new kind of aluminium fibre structure. The CFRP seat pans in front are reinterpreted for rear seat passengers with single seats, optimised for side support.

Buying one..

And now for the bad news. Firstly if you live in the UK, you can’t buy an M3 GTS, unless of course you manage to import one from Germany. So if that hurdle doesn’t stop you, then the next probably will. At EUR 130,000 incl. VAT in Germany, the 444 bhp M3 CRT costs a whopping EUR 30,000 more than the newly unveiled 552 bhp M5.

The BMW M3 CRT is to be produced in a limited edition run of 67 cars, so perhaps its best to look upon the CRT as a test-bed and wait until some of its intelligent technology appears on a future M car.

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The 2011 Frozen Black Edition M3 Coupe features BMW Individual Frozen Black exterior paint with a deep metallic lustre to accentuate the athletic lines of the legendary M3. Extended Novillo Leather with unique red-contrast stitching is also specified, as are M3 GTS black wheels, red brake callipers, and gloss black exterior trim elements. With the Frozen Black Edition M3 Coupe, BMW is celebrating the availability of its exotic Frozen paint colours under the custom-tailored BMW Individual programme.

19 of the 20 Frozen Black Edition M3 Coupes will become available for delivery in late June 2011 through Authorized BMW Centres, and the production run will be completed by the end of July 2011. The 20th car will be held by BMW of North America and may be sold at a later date.

It seems a shame that BMW NA carried over the standard M3′s 4.0-litre, 414 bhp V8 engine, rather than fit the M3 GTS’ 4.4-litre powerplant, but nevertheless the Frozen Black Edition M3 incorporates several useful upgrades to the M3’s dynamic qualities. These include the Competition Package, which reduces ride height by 10mm and the M3 GTS 19” wheels (in black for this Edition) with wider offset for enhanced stability, also included is enhanced programming for the Electronic Damping Control, and higher-threshold programming for the M Dynamic Mode.

The special BMW Individual matte paintwork on the Frozen Black Edition M3 adds a rare metallic lustre to the vehicle. Compared to conventional exterior colours with gloss finish, the sculpture-like character of Frozen Black paint highlights the athletic contours of the M3. To achieve this lustre, a special BMW-developed silk matte clear coat is applied over the Black 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 centres to prevent the finish from becoming glossy.

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