We've talked about some of this before in conjunction with the earlier VIN discussion (November 11, 2005), but I've continued to receive questions about which "body codes" apply to which particular BMW models.  In the earlier blog entry, I listed all of the applicable codes for the E46 machines, but of course, these represent only a fraction of the current BMW lineup. 

In order to provide you with a more comprehensve and useful reference, here are the rest of the body codes for every US specification BMW now in production:

3 Series

VB13 = 325i (sedan)

VD13 = 325xi (AWD sedan)

VB33 = 330i (sedan)

VD33 = 330xi (AWD sedan)

VT13 = 325xiT (AWD wagon)

BD33 = 325Ci (coupe)

BD53 = 330Ci (coupe)

BL93 = M3 (coupe)

BW33 = 325Ci (cabrio)

BW53 = 330Ci (cabrio)

BR93 = M3 (cabrio)

X3 SAV

PA93 = X3 3.0 (SAV)

5 Series

NE53 = 525i (sedan)

NF33 = 525xi (AWD sedan)

NE73 = 530i (sedan)

NF73 = 530xi (AWD sedan)

NN73 = 530iT (AWD wagon)

NB53 = 550i (sedan)

NB93 = M5 (sedan)

6 Series

EH13 = 650i (coupe)

EK13 = 650i (cabrio)

7 Series

HL83 = 750i (sedan)

HL03 = 760i (sedan)

HN83 = 750Li (limousine)

HN03 = 760Li (limousine)

X5 SAV

FA13 = X5 3.0 (SAV)

FB53 = X5 4.4 (SAV)

FA93 = X5 4.8is (SAV)

Remember, these codes will comprise the 4th through 7th characters of the car's VIN, which can be good to know when you are trying to determine the authenticity of a true ///M car. 

I'll be back in a week or so with some reference data to help you sort through those elusive factory paint codes ... stay tuned!

For those of you who might not have seen this yet ...

It would appear that there is some good news coming out of Munich.

Still more information on this new development.

One of the more frequently-asked questions in and around the M3 world has to do with aftermarket exhaust systems.  Everyone seems to accept that this is an "essential" modification, even if they might not always agree on the rationale for making the change.  Some owners are seeking outright horsepower improvements, some want a more authoritative sound note, and still others are looking to further reduce their sled's curb weight.  The result has been an all-too-predictable response from every major aftermarket supplier, and collectively, they have responded with a dizzying array of products.  

Now, I'm not about to debate the merits of what is (or is not) to be gained by selecting an aftermarket solution; much less which one might come out on top in a head to head comparison.  Everyone seems to have an opinion here, and a simple search will reveal hundreds of relevant posts on any of the leading M3 discussion boards.  More to the point, since I haven't invested in any of these products, I'm not really in a position to make a judgment.  That said, I've always found it curious that relatively few owners have ever bothered to do any research on the OEM exhaust system.  Could it be that many of our long-standing assumptions about the stock setup have been flawed?

When the E46 M3 was in development, BMW M turned to industry-leader ArvinMeritor for a dedicated exhaust solution worthy of what was destined to be the most advanced M car to date.  ArvinMeritor responded with an extraordinarily innovative and efficient design which continues to be standard fitment for every new M3.  At the time, the company prepared a fairly comprehensive 12 page document outlining the development and manufacture of the new system, but the information was never in wide enough circulation to be of much relevance to the enthusiasts down in the trenches.  

For those who might like to know more about the stock exhaust solution, I've recently posted a copy of the ArvinMeritor report (in .pdf format) to the M3 Resource web site server.  You may access it via the link provided above, or from the Featured Downloads area on the site.  Armed with this knowledge, some of you just might arrive at the conclusion -- as I have -- that your $2,000+ could probably be put to better uses elsewhere.  At least for now.  :)

I'm headed to the Alps for an extended weekend, so a more respectable entry will have to wait just a bit.  That said, the Royal F1 (SMG) Paddles review I mentioned last week is now underway.  

For those interested in my early impressions, the product quality is definitely up to par, and the install took me all of  90 seconds per side.  Things have definitely gotten off to an impressive start ...

Next up?  Keep your eyes open for one more impending review; this time on the Streamline Engineering E46 M3 OEM form factor air filter panel. 

Don't have too much to pass along today, save for the fact that Auto Motor und Sport magazine has recently released a number of new photos on the much-awaited Z4M Coupe.  If you've not been following these developments separately, this might be a good time to take a look at Munich's impending Cayman slayer. 

As I've said before in my IAA review, this car has some very real potential in my view, and it will be interesting to see (a) the price point for the new machine, and (b) what the ///M Division has managed to accomplish with the standard Z4's rather unremarkable stock suspension.  Given that Alpina has already delivered a competent variant of that machine in their Roadster S, I'm actually quite optimistic about what we're likely to see when the Z4M Coupe hits the streets.

In other news, I recently agreed to conduct a comprehensive product review of the Royal F1 SMG Paddles, so we'll likely be working that into a future dicussion here as well.  Objectivity should be no problem, as I'm perfectly happy with the factory solution, and wasn't looking to make the change prior to being contacted about this.  As such, these parts will have to be pretty impressive to warrant a recommendation from me; especially given the high price of admission.  More to come on this in the New Year.

If the calendar is to be believed, I've taken something of an inadvertent vacation here for the past two weeks.  It wasn't my intention to let the blog lie dormant for quite this period of time, but such is the pace of life at times. 

Just in case you're curious to know what I might have accomplished during my time away, here are a few of the automotive-related highlights ...

I GOT A SPEEDING TICKET

This particular story actually started back in mid-October, when I went sailing past a photo-radar unit at some ungodly rate of speed over in the Wiesbaden-Mainz area.  (As it turns out, my actual speed was only 49 mph, but apparently this was almost 18 mph over the posted limit.)  I half-remembered the blinding flash, but the episode was largely forgotten until I received an indecipherable German citation in the mail last week, complete with a very well-composed photo of both man and machine. 

Naturally, the Germans won't be interested in any of my half-baked "mitigating circmstances," but I thought it might be fun to try a few of them out here ...

- I couldn't have been expected to know that the speed limit was only ~30 mph, given that I was on a major four-lane thoroughfare on the outskirts of the city.

 

- I didn't spot the temporary photo-radar station that was set up in a parked delivery van.

 

- I've lived in Europe for more than five years without so much as a parking ticket.

 

- I was taking a colleague to the BMW dealership to drop off a check for his M3 ZCP.

 

- I wouldn't have slowed even if I saw the camera, because my speed seemed reasonable.

I almost pride myself in how utterly pathetic these excuses truly are.  The truth is, making excuses isn't my style.  I'll just cough up the 100 Euro fine and consider myself fortunate that I wasn't nabbed going twice as fast someplace else.  Still, I'm so ashamed ...

I WITNESSED AN ACCIDENT

Sure enough, this one happened to me on the way home from work last Tuesday.  I was about to merge onto the autobahn when -- wham -- I watched an accident play out right in front of me.  I'll spare you the details, but I wasted no time in springing into action and pretending to have my wits about me ... 

- I flash-memorized the plate number of the moron who started the whole problem, and then sped off. 

 

- I grabbed my First Aid Kit and went to check on the other drivers (they were both fine). 

 

- I called the Polizei. 

 

- I put out the warning triangles. 

 

- I cleared the accident debris off of the roadway.

 

- I waited for the Polizei and wrote out my witness statement.

In short, I did everything that no one would ever really expect of an American soldier over here. 

Now, I'm only being partly facetious in recounting all of this, but the truth is that we all have an obligation to other motorists to be part of the solution, rather than a part of the problem.  Sometimes that is all-too-easy to forget when you're driving a car like the M3, as aggression seems to just go with the territory.  Just remember that you reap what you sow, and sooner or later, you might be the one in need of help.

I REDESIGNED THE M3 RESOURCE SITE

About a year ago, I began to grow frustrated with the fact that I was constantly losing track of my E46 M3-related web links, bookmarks and URL lists.  It seemed like I was always using another computer when I needed them, or was working in a different browser (I recommend Firefox), or just had too many other links to sift through.  The result was that I took all of the links that I could find and built a web site -- actually an extended web page, to contain them.  I slapped a couple of graphics together, secured a domain address, and posted it to the web as the M3 Resource site.

While the results were generally well-received, I was never fully happy with the site.  After all, I wasn't doing anything particularly new, and the real distinction of the site was simply that it was somewhat more comprehensive than existing links lists that could be found elsewhere.  The layout bothered me.  The look was amateurish. I wasn't doing a very good job of maintaining the links.  The code was an abomination.

All of these frustrations came to a head last week, and before I knew it, I was knee-deep in a site re-write.  I changed almost everything, reorganized and added content, and scoured the coding to insure a slick, quick-loading, reliable resource.  It is still a work in progress, but I need your help.  As you have the opportunity, won't you do me a favor and drop by the site (www.m3resource.com)?  If you find it useful, take a moment to check your own links lists, and let me know if I've overlooked anything.  Together, we can make this a tool that benefits the enthusiast community at large.  Thanks!

I PUT THE CHRISTMAS LIGHTS UP ON THE HOUSE

What, you might ask, does this have to do with cars or driving?  Nothing.  Not one thing.  Still, it reminds me that we're officially entering the Christmas season, and with that in mind, I didn't want to miss an opportunity to wish my readers a very Merry Christmas.  Sure, I'm probably jumping the gun just a bit, but as I've gotten older I've discovered that it takes somewhat longer to get into the spirit of things, so I figured I would start early.

See you next time.  Happy Bimmering!

People often ask me what sorts of modifications I've made to my car, as (1) I generally don't go out of my way to discuss or list such things, and (2) I'm known as a something of a proponent of the idea that the car is just about right "as is" when is rolls out of the door at Regensburg. 

It's a fair question.  What follows is my fair (if not especially brief) reply.  In the list that follows, I'll give you a 101-level primer on the Chief's personal modifications, along with a few related "how and why" insights.

CUSTOM PAINT (OEM)

As it turns out, my first modification really is no modification at all; at least, not in the conventional sense.  In accordance with the terms of the BMW Individual program, I opted for a non-standard paint color (Velvet Blue Metallic) from the factory.  I've discussed this elsewhere, so I'll not expand upon it here.
 

EURO BRAKE ROTORS  & PADS (OEM)

Most owners realize that the M3 receives a bit of "smoothing over" for the U.S. market.  One of the most obvious differences lies with the brake rotors supplied on the U.S. machine.  Now, contrary to popular opinion, the non-drillled U.S. rotors do provide every bit as much clamping force as the Euro market drilled (cast) models.  Where the latter have an advantage is in the area of fade resistance with prolonged usage; a condition somewhat more relevant to the tracks and autobahns of Europe than to the highways and byways of middle America.  Still, given where I am, and how I am subsequently able to drive, this is something of a mandatory upgrade in my book.

EURO CONSOLE ROLLTOP STORAGE BOX (OEM)

Cupholders?  I buy a 340 horsepower Porsche-killer, and they give me cupholders?  This concession to convenience, standard only in the U.S. version of the car (to the best of my knowledge), was removed before I even drove off away from the dealership.  The Chief don't need no stinkin' cupholders ... besides, the rolltop unit that comes standard on the Euro version of the car strikes me as an infinitely more refined and useful storage solution. 

P7 SMG II BRAKE PEDAL (GSP)

If I could only add one modification to my car, this would be it.  No, it isn't OEM.  No, it isn't cheap, or even wildly popular.  Still, if you own a SMG II equipped car, this is probably the single-greatest performance (and convenience) modification that you can make to your machine.  Full-time, hard-use left foot braking is the name of the game, and nobody gives you a better tool for doing it than GSP.  For me, the P7 is simply a must-have piece of equipment -- even at twice the price.

M3 CSL WHEELS (OEM)

I started working on CSL wheels rather early; or at least, well ahead of the popularity rush that we saw in the middle of 2004.  Appearance was an issue for me, but my real objective in going to the CSL wheels was to reduce weight and to facilitate a tire upgrade to the OEM CSL sizing.  Many months later, the ZCP option made getting a set of these BBS-sourced wheels a more attainable goal for non-CSL owners (notwithstanding the half-inch front width difference between the CSL and ZCP models).  While these wheels are somewhat prone to chipping and other minor contact damage, most owners agree that the look and weight benefit make them a worthy upgrade.

PILOT SPORT 2 TIRES (OEM, MICHELIN)

See above for rationale.  I tend to stick with OEM manufacturers here, too, so the only rubber you'll likely ever see under my car (with the possible exception of snow tires) are Continental ContiSport Contact 2s, Michelin Pilot Sport 2s, or Michelin's ferocious R-compound Pilot Sport Cups.  Presently, I'm running on PS2s in the correct OEM CSL (235/265) fitment.

WHEEL LOCKS (OEM)

$3,500+ worth of protection for about $35 worth of investment.  Need I say more?  Put one lock in your trunk lid tray, and one in your toolbox at home.

M3 CSL DIFFUSER (OEM)

I'm anti-bling in most every sense of the word, but I'm not going to try to convince you that my primary purpose here was to achieve an actual performance benefit.  A friend extended a very generous offer on an OEM diffuser, and it seemed positively foolish to pass up the opportunity.  Now, it is quite true that there is an aerodymic difference between the CSL and the standard M3 (-20 lbs of rear axle lift reduction versus +36 lbs of lift at 125 mph), but I'm fairly certain that the full advantage afforded by the diffuser is only realized in conjunction with the CSL front splitter/apron.  Still, anything I can do to improve the high speed stability of the car -- even slightly -- is a good thing.  I'm not about to modify the entire car's aero package, but I have to admit that the diffuser makes me happy for some reason.

BODY-COLORED FRONT REFLECTORS (OEM, evosport)

Like most American M3 owners, I've never been too crazy about the DOT-mandated amber front reflectors on our cars.  On my way back from Iraq, the boys at evosport made me an offer I couldn't refuse, and they did a great job of properly matching my car's BMW Individual body color in delivering a top quality product.  I'm not sure these are giving me that all-important 3-5 horsepower boost, but I'm enjoying them just the same. 

AUXILIARY INPUT CABLE (OEM)

I'm still not sure why this wasn't a standard feature on later M3s, but for those who aren't particularly interested in losing their CD changer capability (or in being restricted to using an iPod), the stereo AUX input is a great alternative.  This is another fairly straightforward DIY project that will reward you quite nicely for minimal expense and effort.  Just remember to plus-up the AUX input volume on your radio control head, as the default setting (3?) is going to be on the low side for most MP3 players.

REMOVAL OF BRAKE DUCT COVERS (OEM)

Not a modification, per se, as my car didn't actually have these covers in place to begin with.  Nevertheless, I bring it up for general awareness, as many U.S. owners are unaware of the situation.  If your brake duct tunnels are partially (left) or totally (right) blocked with plastic cover plates, the good news is that these are easily removed.  Keep in mind, however, that in a heavy downpour your brakes are now much more likely to be waterlogged, so remember to tap the pedal every now and again if you're doing any extended highway cruising. 

As an aside, let me confirm that there is no truth to the oft-repeated rumor that BMW installed these in response to a lawsuit.  The BMWCCA chapter article that generated all of this "small mammals in the brake ducts" foolishness was intended to be a tongue-in-cheek example of why BMW changes some of the things that they do on U.S. versions of the car.  Nothing more.  It never actually happened.

TRUNK NET (OEM)

Say what you will about these things being rather overpriced; I wouldn't even think of going without one.  The net allows you to drive however you need (or wish) to, without worrying about finding the contents of your various parcels, bags and boxes strewn all about the trunk after you arrive at your destination.  I know there are some worthy aftermarket alternatives out there, but this is an essential piece of kit in my estimation.

BLUE TINTED CORNER LIGHTS (OEM)

I wasn't particularly concerned about the subtle amber hues reflected in my corner lights during the daytime (i.e. when the bulbs aren't illuminated), but my German parts guy informed me that this was a grave faux pas in the world of local automotive fashion.  Since he then went on to offer me a nice discount on the blue-tinted (and still OEM) variant, I didn't even bother turning him down.  Bling, bling.  OK, you got me.  There are probably three people in all of Hessen that would even notice this, but I'm sure they are duly impressed.

That about covers the list for now.  I've been having DSL difficulties all week, and haven't really been able to get to the "modifications under consideration" list; perhaps that will give you something to look forward to.  Nor, for that matter, have I forgotten about the 'Ring training feature I promised back in October.  All in due time.

See you back here (hopefully) soon!

Today, I've got something a bit different for those intrepid souls brave or foolish enough to continue to visit this page.  You might even call it downright useful, depending upon your point of view.

Have you ever found yourself wading through the BMW classifieds at www.mobile.de, or (somewhat more likely) searching for parts and accessories on the German eBay site -- only to realize that you have no idea what half of the words or abbreviations are referring to?  If so, you're certainly not the first, as many of the words used in automotive contexts in German defy easy machine translation. 

Now, I make no claims to any special proficency in the German language; that said, I've lived and worked in Germany for a number of years, and I have managed to pick up a semi-respectable vocabulary pertaining to automotive matters.  Just in case you haven't had the pleasure, you may consider this your own private Berlitz lesson of terms which are most likely to be of interest to M3 owners, or BMW enthusiasts in general.

What follows is a list of English terms which do not necessarily have intuitive German counterparts.  Many words do, of course (i.e. coupe, motor or navigation), so I've made no effort to include those in this compilation.  With that, I present you with the following list:

6-speed = 6-gang

Accessories = Zubehör

Accident-free = Unfallfrei

Air Conditioning = Klimaanlage, Klima

Air pressure = Luftdruck

Alarm system = Alarmanlage

Armrest = Armauflage

Automobile = PKW

Bumper = Stossfänger

Bumper apron//cover (front) = Stoßstange, Frontschürze

Brakes = Bremsen

Brake disks = Bremsscheiben

Brake pads = Bremsbelägen

CD Changer = CD Wechsler

Convertible (Vert) = Cabriolet, Cabrio

Corporation (Corp.) = Aktiengesellschaft (AG)

Cruise control = Tempomat

CSL diffuser = Heckdiffuser, Heckschürze

CSL trunk = Kofferraumdecke (mit integral Heckspoiler)

CSL roof = Carbondach

DOT = TÜV (same function, different national standards)

DSC = Stabilitätskontrolle

Door = Tür

Engine air intake = Motoransaugluftöffnung

Exhaust = Auspuff, Abgasanlage

Fog lights = Nebelscheinwerfer

Front (as in wheels) = Vorne

Gasoline = Benzin

Headlight = Scheinwerfer

Headlight washers = Scheinwerferwaschanlage

Hood (Bonnet) = Motorhaube

HP = PS (Note: HP is SAE, PS is DIN)

Key = Schlüssel

Leather = Leder

Left = Links

Lightweight construction = Leichtbau

LLC = GmbH

Mirror, inside = Innenspiegel

Mirrors, outside = Außenspiegel

Nappa leather = Nappaleder

Oil = Öl

Paint = Lack

Park Assist = Einparkhilfe

Photos = Bilder or Fotos

Racecar = Rennwagen

Rain sensor = Regensensor

Rear (as in wheels) = Hinten

Right = Rechte

Seats = Sitze

Seat-back width adjustment = Lehnenbreitenverstellung

Seat heater = Sitzheizung

Sedan (Saloon) = Limousine

Service book = Scheckheft

Sequential Manual Gearbox = Sequentzielles ///M-Getriebe

Spare parts = Ersatzteile

Speed limiter removed/open = V/Max offen

Spoiler (wing) = Heckspoiler, Heckklappe

Steering wheel = Lenkrad

Sunroof = Schiebedach

Suspension = Fahrwerk

Switch = Schalter

Tax (VAT) = MwSt. (nearly 20%!!)

Tires = Reifen

Transmission = Getriebe

Truck = LKW

Trunk (Boot) lid = Kofferraumdecke

Wheel size (inches) - Zoll (as in, 19 Zoll Felgen)

Wheels = Felgen

Windshield = Frontscheibe

Xenon headlights = Xenonscheinwerfer

 

Note: in German, "ss" may be substituted for the etset (ß) character.  Also, any vowel with an umlaut (ä, ö, ü), may be properly spelled by omitting the dots and adding an "e" behind the previously-accented letter (ä = ae).

As time goes by, I'll try to make further improvements, additions and/or corrections to ths list, so you may refer to it ad infinitum, should that be your desire.  In the meantime, if you are looking for terms that were not included, or know of some which should have been, just post them to me via e-mail -- or using the comments link (below).  Until then, I hope you find this useful on some level, and I wish each of you great driving weather for the weekend.  Looks like rain and snow for me.

It's November in central Germany (and coincidentally, in most other parts of the world, too), and that means rain and cooler temperatures.  It also means that the temperature and the dew point are converging more frequently, resulting in significant ground fog. 

Last winter, we did a poll over at the M3 Forum  in which we learned that over 50% of participating M3 owners (overwhelmingly from the U.S.A.) either turned their fog lights on all of the time, or almost always in conjunction with their use of normal headlights at night.  In other words, they were habitually being used as a form of supplemental lighting, and little -- if any -- thought was really being given to their use.  All of this begs the question: what's the big deal?

Well, perhaps this isn't a big deal after all.  That said, I wanted to pass along a few thoughts on the topic as it takes on even greater seasonal relevance.  Many visitors appreciate knowing more about the driving environment in which these cars are made to run (Germany), so I raise the issue simply to educate interested drivers.  As with any other issue, once you've considered the facts, you can make a more informed decision, either pro or con.

So, how do the Germans do things?  Simple.  In Germany, the law states that fog lights (Nebelscheinwerfer) are never to be used unless visibility from an actual obscuration is down to 50 meters or less. The fine for noncompliance is a relatively modest one, but the purpose of the legislation is to prevent unnecessary light pollution on the roadways as well as to enhance safety.

By and large, it is unusual to see someone driving around with their fog lights on in Germany (even in what some might consider a heavy fog), as most drivers take the 50 meter visibility standard pretty seriously.  When you do see them, it is typically an American G.I. who has turned on both the front and rear fog lights on his well-used Euro spec BMW.  (This is generally done out of ignorance, as most don't even realize they have a rear fog light.)

America is, of course, a whole different ball game.  Just 20 years ago, relatively few U.S. cars (usually imports) came equipped with fog lights.  Most buyers had little actual need for this equipment, but over time it came to be considered a very prestigious option to have.  Of course, the phenomenon really took off about 10 years ago, when domestic manufacturers began adding fog lights to more and more of their home-grown models.  Today, it is almost unusual to find a car that isn't equipped with some form of secondary illumination, and therein lies the rub.  Lacking a clear standard, the rule of thumb on U.S. roadways seems to be if you've got them, turn them on.  Having experienced both the European and American driving environments (I'm speaking primarily of nighttime driving here), I have to say that the difference is rather profound. 

You might find this a trivial matter, or simply be unwilling to consider changing your habits in the face of what has become such common practice.  If so, then the rest of this particular blog entry won't be of much interest to you.  Thanks for visiting, and I hope to see you back here again soon!

Now, as for the rest of you, think about it: unless you are traveling at a very low rate of speed, all a fog light shows you is what is about to pass directly under your front bumper. In a normal driving situation, it doesn't give you adequate time to avoid anything; all it does is brighten up areas in front of the car that you don't normally need to see to drive. Areas which, I would argue, don't much matter to begin with, or else headlights would be designed differently. It may be reassuring to have some fill-in lighting on a particularly dark stretch of road, but an honest man would have to agree that this serves no real purpose in normal driving conditions.

The bigger problem, however, is one of glare. Since fog lights put out highly focused light so close to the road surface, the reflective glare into the eyes of oncoming drivers is significant. Given that I am accustomed to the European standard, I find it rather inconsiderate and irrating, but I know this is usually borne of simple ignorance (as opposed to malicious intent), so I try not to get too excited about it. Still, depending upon the vehicle and the conditions, facing down a pair of fog lights (often with even more powerful "high output" aftermarket bulbs) can be downright disorienting. Right about here is where many drivers would try to insert the "well, people can see me better" defense, but in all honestly, I'm not sure that is what people have in mind when they say this.  What good can possibly come from throwing all of that extra reflected light into someone else's face? 

There is a very good reason why so many countries have laws governing the use of these lights, and we as Americans look rather ignorant when we march to a different drummer; especially when vanity is the motivation about 90% of the time. I don't bring it up as a "holier than thou" issue by any means, but rather as a lesson learned while living abroad. Something as simple as when and how you choose to use a fog light communicates something about you as a driver.  Whether you ultimately choose to do anything differently or not, this is probably worth considering simply because (in my view), M3 owners have an obligation to be better drivers than the average Joe. 

I'm not suggesting that anyone is to be looked down upon for their choices here; only you can determine what's right for your situation.  I'm merely saying that it is probably worth asking one simple question before you mindlessly press the fog light button: "knowing what I know now, why am I about to turn these things on?"

End of rant.  Thanks for listening ...

Have you ever wondered what your car's Vehicle Identification Number (VIN) is actually telling you? For most, it is little more than 17 alphanumeric characters which make no sense, are impossible to remember, and are only relevant because they appear on your registration paperwork.

Actually, there is very much more to it than that, and once you wade into the details, things can often get quite interesting.  Of course, there have been many BMW VIN decoders online over the years, and some have been more accurate the others. Since we're talking about your car's DNA here, we really need to work with facts (and not best guesses) if we are to discover what the VIN is actually telling us.

For illustration purposes, we'll use at an imaginary (at least, I believe it is imaginary), but properly-formatted VIN for a late-model U.S. market M3: 

WBSBL93444PN59999

In this example, the actual data breakdown would look like this ...

Position 01. W = Country of origin: Germany

Position 02. B = Manufacturer: BMW

Position 03. S = Manufacturing division: BMW Motorsports Division (BMW M)

Position 04. B = Basic body style: 2 door Coupe (i.e. 4 door Sedan or Touring = E)

Position 05. L= Specific model data: M3 Coupe (i.e. R = M3 Cabrio)

Position 06. 9 = Engine code: 3.2 liter S54. (i.e. 3 = std. 2.5 liter, 5 = std. 3.0 liter)

Position 07. 3 = Market data: U.S. specification vehicle (i.e. 1= European specification)

Position 08. 4 = Restraint system data: seat belts, driver and passenger airbags, etc.

Position 09. 4 = Internal check digit: used to verify accuracy of the first 8 VIN characters

Position 10. 4 = Model year of vehicle: 2004

Position 11. P = Assembly plant: Regensburg, Germany (More info HERE)

Positions 12-17. N59999 = Production sequence number: the serial number of your vehicle

Just for comparison, here's a complete listing of  U.S. market E46 model variations, to help you decipher those elusive 4th through 7th characters:

325Ci (Coupe) = BD 33

330Ci (Coupe) = BD53

325 Cic (Cabrio) = BW 33

330 Cic (Cabrio) = BW 53

325i (Sedan) = EV 33

330i (Sedan) = EV 53

330xi (Sedan) = EW 53

325iT (Combi) = EN 53

325xiT (Combi) = EP 33

M3 (Coupe) = BL 93

M3 (Cabrio) = BR 93

Once you understand the breakdown and format of the VIN, it is surprisingly easy to remember it.  This will often come in handy when ordering or researching parts.  For example, the ETK database (such as the ETK Online link at right) is first and foremost a VIN-driven resource.

The Germans do this to insure accuracy, since subtle changes are often made in the middle of a model year.  An example of this would be the LED taillights phased-into M3 production roughly half-way throught the 2003 model year.  (As such, some 2003s will have them, while others will not -- only the VIN can definitively answer the question.) 

The idea of walking into an auto parts store (or a dealership) and asking for a muffler for your '98 Chevy is completely foreign to the average German.  When ordering anything in Europe, the parts technicians don't even care what your make, year, or model is -- they simply want to know your VIN.  Perhaps now you could even muddle through a competent reply.  Just break it down into semi-recognizeable sections: WBS ... BL 93 ... 444 ... PN 59999.

There ... now that wasn't so bad, was it?