Is the new M3 worthy of the M badge?

Now that most of the initial dust around the new M3/M4 has settled, I am trying to give my take on arguably one of the most controversial M cars that has ever been released by BMW's M division.

That ugly grille, more weight, a torque converter automatic instead of a dual clutch transmission. The narratives around M's newest child didn't look and sound all too promising. And to be frank, by just looking at pictures and reading the spec sheets, I got mislead myself as well.

I am happy to report that walking up to the car in person already massively changes the overall perception. In the flesh, it somehow works. Not only does it work, but the new M3 looks like a proper M car. Aggressive stance, flared arches, and with those incredible, beautiful forged wheels, it looks purposeful and mean. It visually transmits everything an M car should stand for. The grille? I personally don't mind it, as in M guise it makes much more sense, and is overall much better integrated in the design and lines of the car than the one of the standard 4-Series. Will I ever come to love the grille? Probably not, but it is far from a turn-off for me. I generally find the M3 the more attractive car to the M4. This is the first time I actually feel that way, and it feels strange to state that the saloon is the better looking car of the bunch. For me, the design of the 4-Series in general isn't cohesive and looks confused at best. But as beauty lies in the eye of the beholder, let's move on to the much more important part, the driving.

The first time having a seat behind the steering wheel, firing it up, and driving off can be rather intimidating. Not because of how the car feels and behaves, but because you are figuring out too late that you should have taken a few minutes prior to get acclimatized to the sheer endless setup modes on offer. Engine, transmission, chassis, brakes, dynamic modes, various display and head-up modes. It all can be a bit overwhelming. Thankfully, there are the "M1 and M2" buttons for saving your preferred presets. Depending on how you set up the car, it can be rather "Jekyll and Hyde".

Ride and Handling

The ride is an interesting one. Overall ride quality is pretty good, regardless of the driving mode. It soaks up most of the road's undulations, even in "sport plus". Only on really rough, broken tarmac you better get this thing out of the firmer suspension modes. Interestingly, at the other end of the spectrum, in "comfort" it is still rather busy most of the time. Even though it irons out the rough patches, it never seems to really settle and calm down. I guess that is probably down to the rather aggressive spring rates. Altogether very well damped, but quite highly sprung.

Throwing the car aggressively into corners once the tires have some heat in them, the new M3 starts to show its real character. Even though the steering doesn't brim over with feel, it is incredibly direct, precise and crucially, not artificially heavy in neither mode. The car darts into bends, disguising its rather hefty 1,7 ton curb weight. Front end bite is relentless and seemingly infinite. It has the hardest turn in of any car I have ever driven. It seems to never give up and just shower you with virtually endless grip, throwing you into its tightly hugging carbon bucket seats. The level of confidence it gives you while cornering hard is bar to none in its class. Mainly, because body control is superb. Nothing seems to be able to unsettle it, it always stays composed. Overall, the whole setup is quite an achievement.

Engine, Transmission and Brakes

Another point of discussion that unsettled the world of keyboard ninjas, because it no longer has a dual clutch transmission. Let me tell you, no need to worry as this ZF 8-speed automatic is the better transmission than the old Getrag dual clutch in almost every way. Besides being the better packaged unit, and being able to withstand much more torque, it also shifts absolutely seamlessly. It makes the car that much more usable while still delivering quick and responsive upshifts. Where it lacks compared to the old dual clutch is in the very "ZF-y", slightly tardy response on downshifts, and pure emotion and engagement. Where the old one gave you an at times rear end unsettling thump in the back on hard "sport plus" upshifts, the new one does the operation in a perfectly smooth way. It is even smoother on upshifts than the ZF unit in my M235i. I would have expected a little more entertainment in this department, but still nothing to complain about here. The transmission overall makes the car more settled and mature.

Now to the part that doesn't get enough credit and appreciation. Its 3.0 litre, twin turbo charged straight six, codenamed "S58". In the case of this test car, in its "Competition" trim, it is running 510 HP and 650NM of torque.

I don't want to get too geeky, but what BMW have done here needs to get outlined. They basically have gone the route of producing an engine for their GT3 race car, with the goal of being able to withstand the punishment of actual races, whilst delivering in all measurable areas. Then, they decided to put it into their road cars. Minus of course the added street regulative appliances, some minor hardware modifications, and a road-applicated software, you are operating a true race car engine. The only other mass producing car manufacturer I can think of that does these kinds of things is Porsche. And what an engine it is. The first surprise when tapping into it is, how turbocharged it feels. Although boost already comes on at around 2500RPM, and initial throttle response is great, it always feels just a tad laggy and boosty, even at higher revs. All of that happens in a very charming way, a bit old school I might even say, although to a much lesser extend than early turbocharged machinery. No hybridization used for "torque fill" either, just a pure, unfiltered turbo application. Once the twin turbos are on song, it charges down the road with the ferociousness of a sledge hammer. A mid-sized saloon should have no business sucking up the road ahead of it with that kind of urgency. It rushes through the gears so quickly, that you are thankful for the very well made shift lights in the central and head-up displays signaling you to better grab for that nice carbon upshift paddle. Traction is also very good, hardly having any trouble putting down the immense thrust, even in lower gears. Seems to make the X-Drive version a little redunand, at least on a dry surface. In spite of never really sounding organic and musical, BMWs sound engineers seem to finally have found a way to please your ears with a rather good-sounding, "straight six-y" noise. Much better than early attempts on the last-gen M cars. Overall the car's straight line performance is so outrageous, that it has come to a point where it is just too much for tight, twisty roads. You are very seldomly really able to fully extract all the goods from its performance envelope. I wonder where to go from here. But in the end you just can't ignore that masterpiece of an engine, having this breadth of ability, whilst complying to all modern emissions standards, and still being able to deliver the thrills. I would even go as far as to say, the engine is probably its unsung hero. It's that good.

The brakes are also more than up to the task, even in non-carbon ceramic guise. They offer aggressive bite, never seeming to be troubled by fading. They give you all the confidence you need for pushing hard. I wouldn't bother opting for the carbon ceramic ones unless you are aiming for scraping off those extra couple of kilos. Mind you, the lack of unsprung mass could aid a bit in enhancing the ride comfort. By the way, I found the "comfort" brake setting on the on-board computer pretty much useless, as it makes them much harder to modulate.

Interior

This is where BMW really have gone "all out" in this generation. Where the standard interior of a 3-series is already really good, they clearly have stepped up the game here, and also took some risks. It starts with the wild color combinations you are offered. Then there are the carbon bucket seats. You have to give them credit for offering real carbon bucket seats in a 3-series. And they are brilliant. Not only do they hug you right in place whilst still being comfortable enough, but they provide you with the most perfect seating position you could possibly get. You can sit so low, it feels like you are almost scraping the road with your butt. Spot on, not only the seating position, but also the looks, especially when observed from the rear bench. Downsides? Getting in and out can make you look a bit silly, and they the squeak a little. I am sure the latter is fixable, the former not so much. Also, keep in mind, if you order them make sure you get rid of your COVID belly and hips before you get the car delivered.

Other M-specific parts are these handsome carbon inlays pretty much everywhere around the cabin, the well-sized carbon shift paddles with riffled backsides, and the leather-wrapped M-gear lever as well as the red "M1 and M2" buttons on the steering wheel. The array of M-specific central and head-up graphics is also not attainable in "non-M" models and really offers something extra. Plus, BMW have plenty more on offer within their M Performance parts catalogue, in case you are still left wanting for more customization.

Overall, you just have to appreciate what BMW have done with the interior. They greatly lifted the already fine standard one, showed some guts and took some gamble. I am positive it will pay off.

The Verdict

Initially it was all too easy to get mislead by the common perception that arose around this car. It is impossible to judge this machine without having put your hands on it. In reality, when getting up close and personal and really feeling the pulse of it, things change drastically. This car simply delivers all the M car traits we enthusiasts are longing for. Aggressive, purposeful looks, great balance, incredible grip, poise and precision, combined with a brute of an engine, are not failing to thrill and impress at the same time. It all accumulates to a whole new level of performance. At the same time, the new M3 is still offering all the daily usability one could ever need. Compared to its predecessor, it is a much more rounded, dynamically more capable, and in its totality a just deeply impressive package. Not as wild, but all the more user-friendly and approachable.

The folks at BMW M GmbH have done it again. They created a machine, which in this day and age belongs to a dying breed, whilst delivering in all relevant areas and raising the bar all over again. Make no mistake, this is a true M car. Arguably the best and most complete ever built. Let's appreciate and enjoy it while we still can, before electricity eventually takes over.

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