2023 (23) BMW M3 M3 xDrive Competition M 4dr Step Auto

BMW's M3 Competition saloon carries an illustrious badge but that doesn't appear too big a burden for Bavaria's fastest four-door. Jonathan Crouch takes a look at the updated version.

Ten Second Review

The revised version of this MK6 G80-series generation BMW M3 ups the ante in a number of regards. It's quicker, cleverer, better looking and offers more equipment. You now have to have AWD, but as before, if you don't want this Saloon, there's a Touring estate version. True, there's still not quite as much power as a rival Mercedes C 63, but this much lighter M3 is arguably a purer, more track-tamed thing. What's not to like?

Background

If you've an ounce of petrol flowing through your veins, you'll probably know quite a lot about BMW's M3. It's a name that evokes a rich history of competition, tyre smoke and unremitting motorsport development over thirty five years and six generations of the Munich maker's practical, power-packed performance car. Welcome to the MK6 model. You'll might still remember this car as a coupe, a body shape BMW's M division still makes but designates the 'M4'. When the fifth generation F80-series model was launched in 2014, the more familiar M3 badge was restricted to the four-door body style and that theme continued in 2020 with this G80-series car. That old F80 model swapped the previous E90 version's thirsty high-revving 4.0-litre V8 for a 3.0-litre twin turbo straight six, a format that also continued on here though, inevitably, with a little more power. In G80-series form, the M3 has evolved from hairy-chested racer to cultured street supercar and along the way, it's had a couple of significant product updates, the second of them in mid-2024 creating the car we're going to look at here. It's a matured, though still magnificent prospect. Does that make it fit to wear this famous badge? Let's find out.

Driving Experience

So here are the key things you need to know. Power from the current version of BMW's twin turbo 3.0-litre straight six (codenamed S58) is up 20hp to 530hp, which gets this Bavarian model a little closer to the gigantic 680hp output of its (much heavier) arch-rival, the Mercedes C 63 S E Performance. That's in M3 Competition form, which is the only mainstream M3 variant our country will get. The lesser standard M3 is limited to European markets, as now is rear-wheel drive. Going forward, the UK will only get the M xDrive versions - which is what most customers were previously choosing anyway. The transmission's unchanged, a paddleshift 8-speed torque converter automatic with M Drivelogic software; and if you're quick with it, you'll find that the 0-62mph time is 0.4s quicker than before (at 3.5s), though top speed is still limited to 155mph (unless you pay extra for a pricey optional 'M Driver's package' that raises it to 180mph for the Saloon,in combination with Z-rated tyres). The 0-125mph sprint is apparently completed 0.5s quicker than before (at 11.8s) and peak torque is sustained for longer in the rev range, maxing out at 5,730rpm (it was 5,500rpm before). As before, BMW's fully variable M xDrive system certainly makes this M3 more seasonably usable; it offers three driving modes - '4WD', '4WD Sport' and (with the Dynamic Stability Control system disabled) '2WD', in which form most of the torque goes to the rear. Rapid progress is accompanied by a glorious roar from the active sports exhaust, whose soundtrack is one of the things you can alter either via the centre console 'Setup' button or the centre stack display's selectable 'M Menu'. Either way, you get to a screen allowing you to tailor your preferred drive settings and store your two most favoured combinations behind little red 'M1' and 'M2' tabs on the steering wheel - one perhaps for commuting, the other maybe for your favourite backroad. You can alter parameters for engine, transmission and steering; plus there are three 'chassis' options for the suppleness of the Adaptive M suspension with its electronically controlled damping; and two pedal feel settings for the M Compound brakes. Plus there's the centre console 'M Mode' button, which offers 'Road', 'Sport' and 'Track' settings, each of which changes the instrument display and the level of drive assistance system intervention. Braver folks can use the 'M Menu' to deactivate the DSC traction system and play with the track-orientated 'M Drift Analyser'. BMW's standard 'M Drive Professional' package also includes an 'M Laptimer', plus the brand has also redesigned the cooling and oil supply systems specially for circuit use. Whether all of this is enough to create in this updated G80-series model the best ever track-ready M3 is another question of course.

Design and Build

Visually, this model update is subtle, though M3 enthusiasts will spot the new arrow-shaped LED headlight designs, the smarter coloured alloy wheels (19-inches front / 20-inches rear) and the redesigned M3 badging. As before, if you don't want this Saloon body shape, there's an alternative Touring estate version. This G80-series design was the first to give the M3 has a front-end look distinct from the 3 Series it's based upon - which ended a 35 year tradition with this model line. The large vertical grille that defines that distinct look continues, featuring seven double horizontal louvres and a front number plate mounting point. This appendage differs from that on the 4 Series by being two separate elements, rather than a single frame design. The classy carbon fibre-reinforced plastic roof is carried over, with two lengthwise 'rails' that optimise airflow back to the boot-mounted spoiler and the multi-channel rear diffuser, which incorporates a pair of chrome tailpipes on either side. The changes inside are as subtle as the exterior ones. There's a new flat-bottomed steering wheel which can now be trimmed in race-style alcantara (we'd tick that box); and various aluminium fascia trim pieces that were optional before are now standard. As before, the 12.3-inch instrument screen is accompanied by a 14.9-inch curved infotainment display, the latter considerably upgraded as part of this update. There's now 5G connectivity, a widget bar that can be customised with favourite driver functions, augmented reality tech for the navigation and a more streamlined system to connect the car with the provided MyBMW app. As before with this generation M3, there are grippy M Sport seats which can be cooled. Plus there are M-specific graphics for the bigger head-up display. If you're wanting this M3 Competition Saloon (or indeed the M3 Competition Touring estate model), then rear seat space is possibly quite important to you because otherwise you'd probably have chosen the alternative M4 Competition Coupe version of this car. In the back, there's certainly more room to stretch out than was the case with the previous pre-2020-era F80-generation M3 design, the distance between the front and rear seats having been extended by 11mm. There's slightly more headroom than you might expect too and BMW says that this cabin's wide enough to take three child seats side by side, though only the two outside positions come with Isofix attachment points. Out back, there's a 480 litre boot. The Touring version's load capacity is 500-litres.

Market and Model

From the launch of this updated model, the M3 Competition M xDrive Saloon retailed at around £82,500, which is around £25,000 more than the (itself desirable) 374hp M340i xDrive model, but £1,830 cheaper than its two-door M4 Competition stablemate. You'll need nearly £85,000 for the alternative M3 Competition M xDrive Touring estate. As the M3 and M4 models are mechanically identical, it's only fair to see them priced so similarly, although historically, that hasn't stopped BMW pitching cars that are broadly similar under the skin at vastly different prices. M5 and M8 anyone? Nevertheless, well over eighty grand might seem quite a whack for a fast BMW 3 Series and some will ask whether this M3 is really worth all the extra over the quite extravagantly talented M340i xDrive model. Of course, you get a lot for the asking figure, particularly inside where signature M details include red accents for the M buttons on the M leather steering wheel and the start/stop button on the centre console. The selector lever with-Drivelogic switch is leather surfaced with an embedded M logo and stitching in M colours. An anthracite-coloured BMW Individual headliner and interior trim strips in Carbon Fibre High-gloss are standard. Fine-grain Merino black leather trim is standard as are M sport seats, which are electrically adjustable and heated. These seats have pronounced side bolsters, integrated head restraints and an illuminated model badge. A highlight of the options list are the M Carbon bucket seats for the driver and front passenger, which include CFRP in their construction and save 9.6kg over the standard M sport seats. These can be specified on their own or within the optional M Carbon Package. Forged M light-alloy silver wheels in 19-inch and 20-inch formats have been added to the extensive optional equipment roster for all model variants. Other key options include a head-up display and ventilated seats. Available as alternatives to the standard Merino leather trim are Merino full-leather trim, BMW Individual Merino leather trim with extended features and BMW Individual Merino full-leather trim - each in a choice of four colours.

Cost of Ownership

BMW has made great strides in improving the M3's economy and emissions and to put those figures into perspective, let's wind the clock back a bit to the previous six-cylinder M3, the E46 generation. That car, which was only retired in 2006, emitted 287g/km and managed a combined fuel economy figure of 23.7mpg; this from an engine that developed 340hp. This current G80 generation M3 develops a massive 510hp yet can see 28.8mpg and 223g/km in rear driven saloon form. The xDrive variant manages up to 28.2mpg and up to 228g/km. The M3 Competition's BiK Benefit in Kind taxation rate is a lofty 37%. The rare M3 CS, by the way, manages 27.7mpg and 230g/km of CO2. Insurance is as expensive as you'd expect from a car with that sort of potency under the bonnet, so younger drivers ought to ensure they can get halfway sensibly priced cover first. Residual values should hold up well too. This isn't a tired old platform that's being rolled out for one last hurrah. Used demand for this generation M3 should prove very healthy indeed.

Summary

Without doubt, this M3 is the most accomplished member of its long, iconic model line. That doesn't mean it'll be the most sought-after or fondly remembered design in the M3 portfolio of course. Purists won't like the fact that, for our market at least, manual transmission is unavailable. These were the same people who dismissed the first full-M car to go all drive and all-auto, the current M5, which is arguably the best performance machine the Munich manufacturer now offers. But perhaps now this M3 is more deserving of that title. You can customise the drivetrain for tail-out antics on the track. But enjoy its outstanding xDrive traction in all weathers on the road. For decades, the M3 has only been a confection you could really fully enjoy on the public highway for a portion of the year. That's changed now, plus there's a fresh level of interior luxury to cosset you when the need for speed is absent. Which leaves us with what: quite simply this. The most complete M3 ever made.