Tag Archives: BMW M3

858 miles BMW M3 E92 in Interlagos Blue up for sale

Among BMW enthusiasts, there’s one car that’s growing in popularity on the used market — the E92 M3. While the E92 M3 was always a popular car, it’s become increasingly in-demand over the past couple of years. Its combination of near-perfect looks, a free-breathing V8 engine, and old-school BMW feel make it highly desirable among enthusiasts who prefer purer Bimmers. If that sounds like you, and you want to get yourself into an E92 M3, check out this stunning, like-new example from EAG.

This specific 2013 BMW M3 Competition Package only has 858 miles on it, making it essentially brand-new. It’s a rather special spec combination as well, with the Competition Package, a six-speed manual, a carbon fiber roof, and a gorgeous Interlagos Blue paint. A color/spec combination like this on a car that tugs at the heart strings of enthusiasts is one that will tempt a lot of potential customers.

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Photos provided by Enthusiast Auto Group

The star of the show, though, is its engine. The 4.0 liter naturally-aspirated V8 might only make 414 horsepower, which seems puny compared to the current M3’s 503 horsepower, but it revs past 8,000 rpm and makes a noise the current M3 could only dream of. It’s also the only V8-powered M3 ever and will always be, as the next-gen M3 will likely be either a six-cylinder hybrid or fully-electric.

Interestingly, this specific E92 M3 was also one of the very last E92 M3s ever made for the US market. Only 15,799 of them were built for the US and this car is number 15,739. So it represents the end of an era, as all M3s since the E92 have been turbocharged.

If you’re interested in owning the last bastion of naturally-aspirated, rear-wheel drive BMW sports cars, the E92 M3 is really the only car to get and this example from EAG, as always, is flawless.

[Source: Enthusiast Auto Group]

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2021 BMW M3 and M4 boast aggressive look with Zacoe aero kit

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It certainly has been a long time since we last talked about a project from Zacoe as few will likely remember the widebody M2 Coupe from June 2018. The aftermarket shop has been keeping itself rather busy since then considering its current portfolio has basically all the latest M models, plus the M135i hot hatchback. Their more recent project is split into two packages, one for the M3 (G80) and the other for the M4 Coupe (G82).

They’ve taken a less is more approach by resisting the temptation of making the M duo overly aggressive as some of the other tuners are eager to do. Nevertheless, the prominent wing at the back does let you know immediately this isn’t your typical M3 or M4. Zacoe mentions it’s more than just for show since it has been conceived to bring real benefits in terms of aerodynamic by increasing the amount of downforce at the rear axle for better grip and stability. They also swapped out the trunk lid spoiler for a custom piece to better go along with the large wing.

Moving at the front, the two BMW M cars can be fitted with a spoiler lip made from carbon fiber that rises towards the corners of the bumper. Zacoe also modified the side skirts for a bit more visual impact without adding too much weight thanks to the carbon fiber construction of the extensions. We’d argue these add-ons serving essentially as a grounds effect kit go along quite well with the OEM carbon fiber roof

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For two cars that were unveiled only a little over a year ago, it sure feels like we’ve been talking about custom M3s and M4s from the current generation for a long time. The BMW M division on its own has developed a series of optional M Performance upgrades to make the sporty sedan and coupe look even more aggressive. Perhaps the most striking option you can have is the center-mounted quad exhaust system that has created a lot of controversies.

With the M3 Touring (G81) finally coming in 2022, you can rest assured Zacoe and other tuners are anxious to get their hands on the belated speedy wagon.

[Source: Zacoe]

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These are the best BMW cars we drove in 2021

Despite being challenging, 2021 was a good year for us in terms of test drives. We picked up the slack from the previous year and tested an impressive number of cars: sixty (60). Of course, majority of them were BMW Group models. There were some other brands we managed to review, so it’s fair to say that 2021 has been a busy year for us. As we head into the new year, we wanted to look back and pick our favorite BMW cars we drove in 2021. Next year is shaping up to be equally exciting for us, but as it is the norm today, lots of things can change in a split of a second.

Nico — BMW M5 CS

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To be honest, 2021 wasn’t my biggest car year. Due to the lingering effects of Covid, I didn’t go on any press launches and loaner cars weren’t as frequent. Most of my test drives were BMWs, though there were a few Audis, Genesis, and Lexus models sprinkled in. Some of which were genuinely great cars, such as the BMW M3 Competition, Audi RS7 Sportback, Audi RS Q8, and Genesis GV70. However, there can only be one and it was an easy choice — the BMW M5 CS.

Nothing came close, this past year, to offering the level of fun and excitement as the M5 CS. It’s an absolutely brilliant car, one that could be BMW’s best in decades. Not only is it brutally fast — ripping of a 2.8 second 0-60 mph time and a sub-eleven second quarter-mile on a rough, dusty runway — but it’s sensational to drive. The M5 CS offers steering feel, chassis balance, and body control like no other BMW I can remember in recent years.

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Then there’s the interior. Carbon fiber bucket seats from the M3 and M4 make the front passengers feel like they’re in a race car, despite being in a big, four-door sedan. Even more interesting, though, is the back seat, which replaces the typical rear bench with two more bucket seats, so the rear passengers don’t miss out on that racecar feel.

If I could choose just one BMW to own from the modern era, I wouldn’t even blink: it’d be the BMW M5 CS.

Horatiu — BMW iX

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There is no secret that I’ve been a fan of electric cars for many years. As a fun tidbit, I’m actually on my fourth BMW i3 and it still brings me joy as it did in 2014. So naturally, I was quite excited to finally see some new BMW products with an electric drivetrain. After driving an i4 prototype and then the production car, I was fortunate enough to jump behind the wheel of the new flagship BMW EV: The iX.

The bespoke electric crossover has been in works since 2015 and it is now finally ready to tackle a very competitive segment. Being built on a unique architecture, the BMW iX makes full use of the package by providing not only a smart and practical interior, but also a quite spacious one. The ride is also atypical of a BMW car with a focus on comfort rather than driving dynamics. Yet, it still delivers tons of performance – 516 hp – and a 0 to 62 mph in 4.6 seconds. The electric range is equally important in the iX, so BMW managed to squeeze out 300 miles (EPA rating) from a 105 kWh battery hidden in the floor of the car.

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The BMW iX might not be everyone’s cup of tea, and sure, some might still complain about its range, but it is a fantastic product, smartly designed and worthy of the BMW badge.

Gabriel — BMW M3 Competition and iX

As time goes by and technology evolves, it’s getting obvious that electric cars are going to take over in the next 10 to 15 years. We’re already seeing a lot of effort being put into the EV segment and that also reflected my experience this year. Out of the 120 cars I drove this year, almost half were electrified in one way or another. That’s also why the BMW iX is one of the best cars I drove this year with a blue and white roundel on the hood.

The reason why it’s one of my top two is rather simple: it has one of the best suspension setups of all the electric vehicles I had the pleasure of testing out. It’s nimble, smooth, quiet and incredibly comfortable. Sure, the one I tested was an iX xDrive50 model with the optional air suspension tacked on, but it’s quite an eye-opening experience. The iX might have some faults, from the range to the design (for some people) but when it comes to refinement, few electric cars can reach its level.

As for the other car, it would definitely be the M3 Competition (RWD). Why? Pretty simple, actually, it shows that the M engineers still have a place in our very complicated world. This car, in rear-wheel drive guise, is both a beast on the track and a comfortable cruiser whenever you need it to be. The dual character that has been defining M cars for the past 50 years is still there and that’s marvelous in my book. Unlike the BMW iX, the M3 Competition does everything close to perfection and if you can look past its design, you’ll find a rewarding driving experience that might just surprise you.

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BMW M3 CSL dyno test: S54 engine makes more power than advertised in 2003

2022 will signal the return of the Coupe Sport Lightweight after a hiatus of more than 15 years. The last BMW model to wear the CSL badge was the M3 (E46) of which only 1,383 units were ever made. The good folks over at Evolve Automotive own a right-hand-drive example finished in Sapphire Black (it was also offered in Silver Grey) and they were curious to find out how much power it still had after all these years.

As a refresher, the naturally aspirated inline-six with a 3.2-liter displacement was rated from the factory at 355 horsepower (265 kilowatts). Fast forward some 17 years later, this S54B32HP is still going strong, to say the least. As a matter of fact, it managed to push out an extra five horsepower over the official output, which proves once again BMW deliberately underrates its engines.

As far as torque is concerned, the high-performance coupe generated a healthy 269.5 pound-feet (365 Newton-meters) of torque, which is only about 3 lb-ft (5 Nm) lower than the factory rating from 2003 when the M3 CSL was introduced. Evolve Automotive knows what it’s doing and claims its dyno is properly calibrated, so these numbers should be as close to the real output as possible.

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Interestingly, the UK-based tuning shop also happens to have a BMW Z3 M fitted with the same engine but featuring a different tune. The “clown shoe” made 323 hp on the same dyno or 11 hp less than the official figure provided by the German luxury brand. The dyno run measured torque at 269.4 lb-ft (365 Nm), so virtually the same as the M3 CSL’s as well as the Z3 M Coupe’s official torque rating.

Of course, in the age of forced induction, these numbers are not impressive as they were in the 2000s. The M4 CSL coming next year should have well over the 503 horsepower available today in the M4 Competition. To live up to the iconic badge, the coupe is expected to shave off more than 100 kilograms (220 pounds) and might have only two seats akin to the M4 GTS. The M3 CSL lost a whopping 110 kg (243 lbs) and weighed 1,385 kg (3,053 lbs).

Much like the M3 CSL was a limited production model, BMW is expected to keep its spiritual successor exclusive. Perhaps even more so as we’ve heard only 1,000 units will ever be made, all with a rear-wheel-drive layout and an automatic transmission.

[Source: Evolve Automotive / YouTube]

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VIDEO: Check Out Part Two of Joe Achilles’ Petrol Head Tours

A large portion of BMW enthusiasts are young people. Most of those young people lack the means to buy a brand-new G80 BMW M3 Competition. However, never before has it been easier for young people to enjoy dream cars. Back in the day, a young fan would have to look at photos of the car in a magazine and would need a bit of luck to see one pass by in real life, just to hear its exhaust note. Now, thanks to YouTube, young fans can live vicariously through some owners on the internet. In this case, Joe Achilles, who owns a BMW M3 Competition and isn’t shy about driving it.

In his latest video, Achilles shows off the second part of his Petrol Head Tours adventure, in which he covered thousands of miles in his brand-new M3 Comp. Most other YouTubers buy their cars and keep them in classified garages, like they’re nuclear footballs being kept away from evil villains, never to see the light of day. Not “Grillez”, though, Achilles’ very appropriately named M3.

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During his time, his M3 Competition saw all sorts of incredible roads, stunning scenery, and even changes in weather. He made sure to take full advantage of the tail-happy M3 in the wet, with a few “childish” donuts. Regardless of weather, though, these are the sorts of trips more people need to do in their M3 Comps. It’s a brilliant car to travel long distances in because it’s just so fast and fun, while also being genuinely usable. Hell, Achilles could have had two other people along for the journey and the M3 still would have handled it.

If you’ve driven the new M3 Comp, you know just how rare it is to find a car that drives as sharply as the M3, while also being as practical. The Alfa Giulia Quadrifoglio and M5 CS are the only two other cars I can think of, if I’m being honest. So check this video out, to see just how broad the M3 Competition’s abilities are.

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The BMW M3 Isn’t Actually Much More Expensive Than it Used to Be

I’ve been dunking on how expensive the BMW M3 has gotten since its debut. With options, the BMW M3 (and its M4 sibling) can easily reach near, and in some cases over, $100,000. Which is frankly insane for a car that starts life as a 320d lease special. However, after about thirty seconds of thought, rather than just lizard-brain, knee-jerk reactionary thinking, I realized that the BMW M3 really isn’t much more expensive than it used to be.

Back when I was first really getting into cars, the new BMW M3 at the time was the E46 M3. That, along with the fact that it is probably still the best driving M3 of all, makes it the gold-standard for M3s in my simple brain. In 2003, when the E46 BMW M3 was brand new, its original MSRP was $46,500. When adjusted for inflation, that equates to $68,217 in 2021 dollars. The base price of the current BMW M3 is $69,900, barely $2,000 more than its predecessor from over a decade ago.

Even if you step up to the M3 Competition, the price only raises to $72,800, which isn’t an uncommon jump for both a power increase and the addition of an automatic transmission. To be honest, with how much extra power and performance the Competition has, its price bump is actually a bit of a bargain.

So why does it seem like the new M3 is so expensive, to the point of being compared to the Porsche 911? One simple answer — technology.

There are a lot more things to option now, things that don’t come standard on the M3 but things that we, as modern car drivers, don’t want to live without anymore. For instance, you really like wireless charging, LED headlights, head-up displays, and heated steering wheels, right? Well, to get all of that, you’ll have to pay $3,000 extra. What about BMW’s clever parking assist package, that offers a plethora of cameras and sensors to help you safely park your expensive car? Another $800. Do you like driving assistance features, the sort that can help you cruise the highway with minimal effort, or even handle stop-and-go traffic for you? Tack on $1,700.

If you want some performance extras for, ya know, your performance car, there are many expensive options to choose from. Carbon ceramic brakes cost $8,150. The wonderful, and frankly necessary, carbon bucket seats are another $3,800. Do you like carbon fiber mirror caps and trim bits, to let your neighbors know just how sporty you are? That’ll be another $4,700. Throw in another $1,950 for a cool color like Oxide Grey Metallic and another $2,550 for a full leather interior, and you’re at a grand total of $99,450 before destination, taxes, or fees. Almost none of those options existed in 2003 and, after adding them all, there’s your six figures for a BMW M3 Competition.

So it’s not necessarily that the BMW M3 has gotten overly expensive, it’s that more and more technology and options are available for customers to add. And before anyone claims that BMW is being cheap and not including those things in the as-standard entry-level price, BMW has always been this way. Even the E46 M3 was relatively spartan for its base price.

However, most of those aforementioned options are useless to the BMW M3 experience. Sure, the safety features and parking sensors are nice and the carbon ceramic brakes will help on track. In reality, though, you can get a very nicely equipped BMW M3 Competition in the mid-to-high $70,000 range, with just a few of the important options, maybe an interesting color choice or two, and have a killer car. The best part is that, while it seems expensive, it’s actually not much more than it would have cost over a decade ago, when adjusted for inflation.

Is Overpaying for your Perfect E46 BMW M3 a Good Idea?

How much are you willing to spend on a car that you think is perfect? If a car is a rare spec, one that you’ve personally always wanted but isn’t necessarily more valuable, are you willing to overspend to get it? Apparently, one Car Throttle staffer had the dilemma of having to decided if this very specific E46 BMW M3 — his perfect, dream E46 M3 — was worth overspending for. Admittedly, it’s a pretty cool E46.

Car Throttle’s Edwin Klinkenburg had been searching for a very specific E46 BMW M3 years. He wanted an Oxford Green II E46 M3 Coupe with either the Cinnamon or M Texture interior. That might not sound that specific but a deeper dive shows that only 42 such E46 M3 Coupes were delivered in right hand drive in the UK. Who knows how many still exist, as some may have been crashed, some may have been worn beyond repair, and some might have been sold out of country. So Klinkenburg’s search lasted a long time, without any luck.

Until late one night when he found one. It was quite literally his perfect spec, in great condition, with good enough miles. There was only one issue: the seller was asking quite a bit above the E46 M3’s value for it. That’s a tough position to be in because it’s difficult to put a number on how much you specifically value a car, especially one you’ve been chasing for years. Is paying that extra money worth owning what you think is the perfect car? That satisfaction might absolutely be worth the price premium, depending on how you feel about it.

I won’t spoil what happens next because it’s a great read, one that’s worth your time, and one that reminds us of why we love cars. So go check it out and let us know if you’d be willing to overspend for a car as perfect for you as the one Klinkenburg found was for him.

[Source: Car Throttle]

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I Can’t Wait to Drive the BMW M3 Competition xDrive

When BMW announced xDrive for the M3, it was met with a bit of hesitation from the Bavarian faithful. Sure, BMW M had already done xDrive on its M5 but that was a bit, heavy, 600 horsepower luxury-car-turned-performance-car, all wheel drive felt like the logical evolution. The BMW M3 is supposed to be relatively lightweight and simple, right? Well, surprisingly, after driving the M3 Competition, the idea of adding xDrive seems really exciting, actually.

The new G80 BMW M3 Competition is unlike any M3 before it. It’s not delicate and pure, like an E46 M3 or E30 M3. It’s not as high-strung and sonorous as the E92 M3. Instead, it’s brutal, violent, and unbelievably capable. It changes direction potentially better than any other BMW before it, its power simply never relents, and it will absolutely dominate its competitors on a track. It’s a monster of a car. Its only real downside is that, sometimes, it struggles a bit for traction.

Despite being so brutal, it’s a pretty adjustable car. You can drive it nice and tidy if you want, clipping apexes and setting lap times. Or you can act like an absolute hooligan, kicking its ass around and playing with its drift analyzer. However, if you’re really on it, there’s so much torque that it can be really easy to overwhelm even its incredibly sticky rear Michelins. It struggles off the line, too, as we’ve seen it lose drag races to less powerful, typically slower cars because it just can’t hook up. All-wheel drive would solve that problem.

I know, I know, all-wheel drive is for nerds and squares, rear-wheel drive is for the purists, the automotive virtuosos. However, part of the M3 Competition’s charm is just how violently fast and capable it is. It pummels the road into submission like a four-doored Nissan GT-R and changes direction like a housefly. It’s such a brutal, incredibly exciting experience. If it had all-wheel drive, it would only amplify that experience.

Of course, the purists will still want rear-wheel drive and that’s fine, I get it. However, while driving the M3 Competition, I kept thinking that it’d actually be really good with xDrive all-wheel drive, potentially even better. I can’t wait to drive the M3 Competition xDrive and I actually think it could be the best M3 in the lineup.

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TEST DRIVE: 2021 BMW M3 Competition — Among the All Time Greats

It’s amazing what looks can do. As shallow as it may sound, gorgeous looks can make up for a lot of issues. Even if Margot Robbie were a complete ass-hat, I’d still follow her around like a loyal little puppy. The inverse can happen too, though. Character, personality, and charm can make up for maybe less than gorgeous looks. Take the BMW M3 Competition, for example. It looks like if a beaver fell into the same vat of acid as the Joker and somehow managed to come out looking even more vile. However, the M3 Competition gets away with it because it’s flipping brilliant to drive.

BMW North America was gracious enough to lend me both cars, back-to-back. So I literally stepped out of one week-long test with the standard M3 and into another week-long test with the M3 Competition. It’s a tough job but someone’s gotta do it…

That immediate contrast really allowed me to judge both cars, their similarities and their differences, to determine which one is better. What shocked me, though, was just how different they felt.

Spec Can Make a Big Difference

Before we get into the differences between the two, let’s first talk spec. My BMW M3 Competition wore a killer shade of Oxide Grey Metallic, which I could have sworn was actually bronze. In fact, the loan agreement document I had to sign to borrow the M3 listed the car as simply “Bronze”, without any clever name. Because the car didn’t come with its usual spec sheet in the glove box, I didn’t know exactly what the color was and a look at BMW USA’s online configurator wasn’t much help.

So I reached out to a BMW representative who told me it was Oxide Grey. It’s now one my favorite colors for the M3, with a deep, liquid-metal look to it that looks bronze in sunlight and grey in the dark. With black accents and carbon fiber bits, it’s one of the best M3 colors available.

Additionally, my test car was also equipped with the $3,800 M Carbon Bucket Seats, which wore a Silverstone/Black color scheme. Without question, the carbon bucket seats are must-haves for the M3. They not only look incredible, making the car just seem more special before you even get in, but they’re the very best seats I’ve ever been in. Yes, ingress and egress is… challenging. At best. But once you’re in, they hug like no other seat I’ve ever placed my bum in. The little testicular speed bump in the middle of the thigh rest can be a bit annoying for wider-thighed passengers but I have skinny legs, so I was fine and that’s really all that mattered to me.

While driving quickly, though, they’re incredibly supportive, shockingly comfortable, and more adjustable than they look. More importantly, though, they allow you to sit extremely low, giving the M3 one of the best non-Porsche driving positions I’ve ever experienced. That not only feels good while driving but it puts your h-point (the location the driver’s hip-point in the seat) more in line with the car’s center of gravity. That allows you to better feel what the car is doing around you, giving you a more connected feeling to the car. Also, have you seen them?! They’re fantastic.

It may sound silly but the optional carbon buckets change the entire feel and character of the interior. In the standard M3, with the regular seats, the cabin felt pretty… well, standard. It didn’t feel very much like the cabin of a $70,000 performance machine. However, sitting in those optional buckets made the M3 Competition feel different and, more importantly, more special. In my opinion, they’re must have seats. Sure, they’re not uber-comfy over long journeys but you don’t buy an M3 for long-distance comfort anyway. Take the special seats.

No Manual, No Problem

When BMW first announced there’d be two versions of the M3; one with a manual transmission and one automatic; I was certain the standard, less powerful but manually-equipped car would be the one to have. How could it not, right? Wrong. After driving both, I can definitively say the BMW M3 Competition, with the eight-speed torque converter automatic, is the one to have. You can tell from just a few feet of driving that BMW M tuned this car first and the manual afterward. The automatic transmission’s perfect calibration with the 3.0 liter twin-turbo I6 is impossible to replicate with three pedals and your right hand (or left hand, if you drive one the wrong side of the car).

There’s also an immediate sense of the Competition’s extra power. Before anyone rolls their eyes, rage clicks the comment box below, and yells at me in all caps, gimme a moment to explain. The BMW M3 Competition makes 503 horsepower, only thirty more than the standard car. You’re right in that you’ll never notice a difference from thirty horses of peak horsepower at high rpm in such heavily turbocharged engines.

However, the M3 Competition also has 479 lb-ft of torque, which 73 lb-ft more torque than the standard M3 and it’s all available under 3,000 rpm. So you squeeze the pedal, at any speed, in any gear, at almost any rpm, and the extra grunt is immediately noticeable. It feels punchier, more responsive, more alive. It feels incredibly, brutally fast. All. The. Time.

What impressed me even more, though, was just how much better the whole car felt as a result of it. Everything about the Competition; steering, suspension tuning, and body roll, all felt better. Surprisingly, I was told by a BMW representative that no chassis or suspension changes were made for the Competition model, so I feel a bit like an idiot claiming it felt different but it did. Maybe it was the M3 Comp’s ability to squeeze even more performance out of its powertrain and deliver it in a more instantaneous fashion that made if feel so brutally efficient. Whatever the reason, it did feel better and I drove both cars back-to-back, within literal minutes of each other, so I’m not making it up.

I’m going to use a tired automotive trope, so prepare yourself for the cringe… the BMW M3 Competition felt as it if was on rails. I know, it’s the cheesiest, most overused description of a BMW in history but it sort of applies to the M3 Comp. It changes direction with such immediacy and with such little body roll that it actually feels roller coaster-like. There’s this jarring sense that the car is beating the pavement — and physics — into submission. It’s almost violet, in how it changes direction, in the best way possible.

Because of that immediacy, and incredible grip, I felt like a superhero behind the wheel. And yet, when you want to be foolish, it will let you be foolish. It will slide; progressively, neutrally, and controllably; but only when you ask it to. If you want to be nice and tidy, it will do that too. It’s such an approachable and versatile performance car that it somehow manages to make you feel invincible behind the wheel and yet also in complete control.

Sometimes performance cars that are this capable feel as if they’re doing everything for you, because they are. And I’m sure the M3 Comp actually was doing everything for me, making me look like a much better driver than I am, but it never felt like it. It felt like I was the kick-ass driver I wish I was.

The BMW M3 Competition is the sort of driver’s car that inspires confidence not only in its capabilities but yours as a driver. It makes you trust what it can do but also your own inputs. The M3 Comp’s translates your inputs in such a positive way; the inputs you put in directly corelate to the M3’s movements, that you gain confidence in both the car and yourself quickly. That’s the sort of driver’s car you want on a twisty, challenging road.

Nothing’s Perfect

Are there drawbacks? Of course. Because it’s such a good driver’s car; such an incredibly competent machine; it can almost feel a bit clinical. It feels more like precision instrument, rather than a soulful being. For instance, I think the M3 Comp would run rings around an Alfa Romeo Giulia Quadrifoglio but it can’t match the Alfa for character. The Italian car feels like a living thing.

It’s also too expensive. Sure, its starting price of under $73,000 isn’t terrible but once you add metallic paint, those killer seats, and a few other bells and whistles, you’re over the $80,000 and that’s just too much for an M3. The BMW M3 was always a car average middle-class folks could aspire to own but an $80,000 price tag (and it can easily push six-figures with the right options) pushes it outside of that realm of availability.

Lastly, I still don’t think it looks good. I said it with the standard M3 and it’s my objective journalistic duty to say it again — it’s not the best looking car. And it’s not just the grille. The oddly abrupt rear wheel arch, the painfully fake fender vents, the vanilla taillights, and lack of Hofmeister kink give the M3 look like some sort of generic sports car out of a Grand Theft Auto game. It just doesn’t look like an M3. Actually, it doesn’t even really look like a BMW. And that bothers me.

Will I Buy One?

With all of that said, positives and negatives, I’d still buy one tomorrow if I could. It’s a sensational motor car and it could be the very best driving M3 of all time. I’d have to drive it back-to-back with an E46 M3 to really see if that’s true but the fact that I’m even questioning it makes me incredibly happy. The G80 2021 BMW M3 Competition proves that the M Division can still beat the snot out of its competition (pardon the pun) if it wants to and I absolutely love it for that.

Exterior Appeal – 7.5

Interior Quality – 8

Steering Feedback – 8.5

Performance – 9

Handling – 9

BMWness/Ultimate Driving Machine – 9

Price Point – 8

8.4

It’s a sensational motor car and it could be the very best driving M3 of all time. I’d have to drive it back-to-back with an E46 M3 to really see if that’s true but the fact that I’m even questioning it makes me incredibly happy. The G80 BMW M3 Competition proves that the M Division can still beat the snot out of its competition (pardon the pun) if it wants to and I absolutely love it for that.

Which to Buy: BMW i4 M50 or BMW M3 Competition?

These are strange times for BMW customers. Now, for the first time ever, the Bavarian brand offers two incredible powerful sport sedans for around the same price but with different powertrains: the BMW M3 Competition and BMW i4 M50. When customers head into BMW showrooms, they’re going to be able to cross-shop those two cars and will genuinely have a difficult decision to make. So let’s take a look at which to buy.

Let me preface this by saying that typical M3 customers won’t cross-shop the i4 M50 and typical EV buyers won’t cross-shop the M3 Competition. However, they both should. True car enthusiasts go into any purchase with an open mind and any open-minded enthusiasts will look at the fact that both cars are priced incredibly similarly, have very similar power figures, similar performance metrics, the same amount of doors and seats, closer overall ranges than you might thing, and handling dynamics that aren’t too far off each other’s. So while customers likely won’t cross-shop the two, they absolutely should.

Power and Performance

First up is the last of the old guard, the M3 Comp. Without hyperbole, the BMW M3 Competition is one of the very best M cars ever made. Forget its heinous looks, it drives with a precision that few other M cars in history have ever had. In fact, there may never have been an M car before it with such incredible precision. Even the glorious M2 CS (which is admittedly more fun) can’t attack corners like the new M3 Comp. It’s a brilliant thing.

Under the hood lies a fantastic 3.0 liter twin-turbo I6 with 503 horsepower and 479 lb-ft of torque. It’s paired with an eight-speed auto and sends power to just the rear wheels. According to BMW, 0-60 mph happens in 3.8 seconds, but its probably a few tenths quicker than that. It’s monstrously quick, in any gear, at any rpm. Its eight-speed auto also shifts rapidly and smoothly, making it a joy to use. The exhaust noise isn’t brilliant, though, it’s only just okay.

Where as the BMW i4 M50 is an all-electric, all-wheel drive monster. It uses two electric motors, powered by an 81.5 kWh battery pack, to make 536 horsepower and 586 lb-ft of torque. It’s quite a bit heavier than the M3 Competition, so BMW claims a 0-60 mph time of 3.9 seconds, which is a tenth slower than the M3, despite being more powerful and all-wheel drive. However, when Horatiu drove the i4 M50, he reckoned it was faster than the M3.

Also, due to its all-wheel drive grip, it’s even more tenacious through corners and usable in bad weather. So while the M3 might be a bit quicker in tighter corners, due to less weight and rear-wheel drive (for now), the BMW i4 M50 is going to be just as fast in most real-world situations.

Winner: M3 Comp — They’re both just as fast but the M3 will be the more engaging sports car. 

Range and Charging/Refueling

The main argument against the BMW i4 M50 will be its range. With only around 245 miles of range, the i4 M50 can’t drive as far as many internal combustion engine cars on a single charge. However, the BMW M3 Competition isn’t exactly a long-distance cruiser, either. It guzzles gas like an ’80s Bronco and will struggle to get 300 miles out of a tank. Plus, fuel is expensive and I spent more money than I’d have liked to on fuel during my week with it.

While the BMW i4 M50 doesn’t exactly have the best range, it’s still far more than enough. Few people drive 245 miles in a single day on a regular basis. Plus, it can charge at 200 kW, so it will recharge rather quickly. That said, it will never charge as quickly as the M3 Competition can refuel. Just a few minutes and the M3’s empty tank is full again and ready to roll. At best, you’re looking at forty minutes for the i4 M50.

Winner: Tie — the i4 M50 is cheaper to charge and can be charged at home but the M3 can be refueled much quicker, anywhere.

Looks, Interior, and Practicality

Both the BMW M3 Competition and BMW i4 M50 share a similar grille design, though it’s been made more aggressive for the M3. Plus, the M3’s is actually a functional grille, whereas the i4 M50’s is just a plastic panel that houses certain sensors.

The i4’s overall shape and design are a bit more attractive, as the M3 really doesn’t look like a proper M car from any angle. Its flared wheel arches are cool but it lacks any sort of real M3 design cue; overly sized kidney grilles, horizontal grille slats, no Hofmeister kink, and taillights that could be from a Lexus. The i4 M50 isn’t exactly a classic BMW, either, but its “Gran Coupe” design actually does feel more like a BMW than the M3’s design. After all, BMW is the brand that invented that very design language.

The i4 M50 is also more practical. Its hatchback trunk provides more luggage space and easier loading of said luggage. That said, both cars have very similar looking interiors, aside from the luggage space. The BMW M3 gets cooler seat options but the i4 M50 has better technology.

Winner: BMW i4 M50 — Its Gran Coupe design is sexier than the M3’s shape, it’s far more practical, and has better tech.

Price

While BMW may be late to the game, in terms of actually developing an EV like the i4 M50, it came ready to fight with an incredibly attractive price tag. The BMW i4 M50 starts at just over $65,000, which makes it around $7,000 cheaper than the M3 Competition. Which means you can get an i4 M50 with a few really nice options for less than the $72,800 starting price of the M3 Comp. Despite being cheaper, the BMW i4 M50 has more power, a lot more torque, all-wheel drive, more practicality, and better interior technology.

Winner: BMW i4 M50 — It’s not only cheaper, it’s more powerful, all-wheel drive, more high-tech, and comes with big tax incentives.

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