Activated carbon deodorizer
Made of Real Activated carbon deodorizer Material With Glossy Clear Coating
Direct Fit to Original Headlight & Easy Installation. Installation Can Be Done by Tape or Automotive Glue (Not included)
100% Black Real Carbon Fiber Material
Super light Weight and Durable. UV-Protective Clear Coated: Fade & Rush Resistant. No Drilling And Cutting Required, Direct Stick-On Application. Easy Installation & OEM Perfect Fitment.
Quality 3K Weaven Carbon Fiber Cover with Hard UV-Protected Coating.
Unique & Special Design.
Improves Appearance and Aero Dynamic All at Once.
Will Dramatically Improve The Sporty Appearance For Your BMW.
Good Fitment: This front headlights covers is well fits for BMW 3 Series F80 M3 Sedan 4 Series F82 M4 Coupe F83 M4 Convertible F32 F33 F36 2014 2015 2016 2017 2018
From the archives: the F80 M3 and F82 M4
They’re meant to be identical, the M3 and M4. You’re not meant to be able to tell them apart. Well, aside from the stunningly obvious fact that one is a coupe and the other a saloon. The suspension settings differ fractionally, but only to take account of the M3’s extra 23kg and make them feel more similar. They have identical track widths, too, even though the standard 4 Series is 40mm wider than the boggo 4dr. This means the saloon M is now 80mm wider than normal. Talk about stance.
We must talk about other things too. Chiefly turbos. The arrival of the new M3/M4 signals the death of the naturally aspirated M car. Yes, this does matter. M purists, the type who never saw eye to eye with the outgoing 4.0-litre V8 (too big), will not be appeased by the fact this fifth-generation car returns to the classic straight-six layout when it’s joined by a pair of high-speed spoolers. Turbos kill engine response and noise.
Apart from that, we have a classic M. You can still have a six-speed manual gearbox (although 90 per cent won’t), the power makes its way out of the car along a carbon propshaft and through a clever differential to the rear wheels alone. It comes on 18-inch rims, although if you want the optional carbon-ceramic brakes (and you do), you also have to spec the 19-inchers. I’m not sure I’ve used a better set of ceramic stoppers. They’re a delight: precise, potent, one of the best things about a car that has a lot going for it anyway.
We’re on a road. The N2 Activated carbon deodorizer to be precise. The idea is to get to grips with the M3’s habitability/drivability before switching to an M4 for the outer-limits stuff at Portimão race track. The trouble is, M3 on N2 is proving a winning combo.
The road is, quite frankly, a joke. Roads like this shouldn’t be allowed. Far too tempting. It sweeps beautifully, elegantly, rhythmically northwards from Faro, maintaining height, delivering vistas – paradise for third gear. Well, it would have been third-with-occasional-flurries-of-second in the old car, and it could be third in the new one, but right now I’m in fourth.
Fourth works just fine. As long as you have 2,000rpm on the clock, the new M3 takes off. The mid-range is stellar, an effortless hurl, promptly delivered. Has BMW rewritten the rulebook for turbo engines? No, not quite. It has tricks, this engine, but the total eradication of lag isn’t one of them. Nor is a spine-tingling engine note. It makes noise, and a lot of it, but the tune is artificially amplified by the ECU and pumped in through the speakers. And you can tell.
But as a means of enjoying this road, I’m sold on the new M3. Sold on almost all of it. You can start with the basics. The seats are sculpted just so; you find everything exactly where and how you want it. There’s even a conventional handbrake. Our car has the double-clutch DCT gearbox.
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