The BMW M3 underwent a major persona shift as it entered its V8-powered E90 generation in 2008. Although the E36 that came before it also offered a four-door configuration, the E90 redefined the modern M3 formula. It grew larger, heavier, and more isolated from the surrounding world while simultaneously making major performance leaps. The F80 that followed refined the idea with even greater athleticism, even if it simultaneously lost the E90’s iconic engine.
Introduced in 2020, the G80 generation, still on sale today, pushes this concept to extremes. Like the M2 I tested a few weeks ago, it trades driver involvement in favor of outright speed, a feat that shouldn’t be surprising considering their extensive parts sharing. However, while the two-seater struggles to distinguish between sports car and grand tourer, the larger M3 knows precisely where it fits. It’s a luxurious sedan first, and a sports car hunter second, a persona that, as I found on a snowy mountain road, suits it well.
This represents the first time I’ve revisited the BMW M3 since 2023’s Edition 50 Jahre, and although it receives a mid-cycle refresh, its updates are minor. The most significant is a set of new headlights, adorned with an updated daytime light signature. To find the rest, you’ll have to squint. Peek at its trunk lid badge and you’ll find a subtle silver border, a shade that complements a new silver finish for this car’s 825M-style wheels. Given that this tester sports carbon ceramic brakes, it wears a staggered 19 and 20-inch set in the 826M style.
Visually, it’s a case of same, same, but different. The M3’s bumpers, rear diffuser, trunk-lid spoiler, and mirror caps remain unchanged. As such, if you weren’t a fan of this car’s nose when it debuted in 2020, you likely won’t be now. That said, from the front bumper onwards, the G80 looks sensational, especially its rear three-quarter view, thanks to its low stance and wide rear arches. As part of its $14,300 Carbon Package, my tester swaps its plastic exterior trim pieces in favor of the lightweight material to create a sportier aesthetic, contrasting nicely against this sedan’s $4,500 Frozen Tampa Bay Green finish.
Inside, the refreshed BMW M3 incorporates more significant changes. The first is its new flat-bottom steering wheel, with my tester swapping its standard leather wrap in favor of Alcantara. It’s a subtle update that adds something special to this car’s cabin, particularly once you get up close and see its hollow lower spokes. In contrast, BMW went in the opposite direction with the M3’s new air vents, which look cheaper than their predecessors while also being more challenging to use.
Look beyond its shiny new wheel and you’ll spot a 12.3-inch instrument cluster and a 14.9-inch infotainment screen housed within a single bezel. These displays now run the latest iDrive 8.5 software. Although its updates are subtle, tweaked A/C controls and a new permanent row of app icons slightly increase its usability. However, as with previous iterations of this screen-reliant interior, the need to constantly interact with its main displays ensures it’ll never be free of fingerprints and smudges.
Out on the move, the BMW M3 Competition xDrive settles conflicts with its styling or cabin with shocking straight-line performance. As I point its nose towards the snowy peaks ahead, I’m quickly reminded of just how quick this sedan is. For 2025, xDrive-equipped models receive a 20-horsepower bump, pushing this car’s twin-turbocharged 3.0-liter inline-six to 523 hp while its 479 pound-feet of torque figure carries over unchanged.
Given this car’s power, a 20-hp increase is impossible to detect, especially when the xDrive’s quoted 3.4-second time to 60 mph is untouched. Regardless, the BMW M3 feels like an absolute monster in a straight line, thanks partly to its ZF eight-speed automatic and closely spaced ratios. Simultaneously, its rear-biased all-wheel drive system and wide 275/35 and 285/30 Michelin Pilot Sport 4 S tires ensure its mechanical grip remains high. The result is a 3,990-pound sedan that’s in its element chasing sports cars on a mountain road.
In the bends, its chassis balance is a particular highlight. Although its adaptive dampers can stiffen considerably in the top Sport+ setting, the middle Sport mode yields effortlessly controlled body motions on a winding road. Crucially, it does so without introducing unnecessary harshness into the cabin. My tester’s optional Carbon Ceramic brakes offered plenty of initial bite even in their tamest Comfort setting, making the top Sport mode unnecessary outside of a track scenario.
Much like the G87 M2 I tested recently, the BMW M3 employs a variable steering ratio, which quickens its response as you toggle between Comfort, Sport, and Sport+. However, as the German carmaker aims to make this car’s front end feel as responsive as possible, it tends to apply tuning that borders on being too aggressive. In the top Sport+ mode, the slightest twitch of the wheel invites a response, resulting in a front end that darts around and feels artificial.
Dial back to Sport or Comfort, and it’ll slow enough to feel more natural. However, don’t expect feedback as this electric power steering system remains notoriously numb, picking up virtually no weight even as you begin to stress this car’s front end. Its powertrain response is a similar story. Step up to Sport+ and the throttle becomes a light switch. However, Sport or Comfort is far more progressive without downsides, given that this car develops its peak power in various modes.
Once dialed in to your liking, the all-wheel drive equipped BMW M3 remains one of the easiest cars to drive quickly. Even if you dial back traction control and all of its power to the rear wheels, its long wheelbase means it’ll execute effortless controlled slides, while its quick steering allows you to catch them easily.
Like the E90 did in 2008, the current M3’s party piece remains its primary focus as a luxurious grand tourer. Skip this tester’s narrow bucket seats and you end up with a daily driver that’s quick but comfortable. The cabin’s noise isolation is excellent, while its once rowdy powertrain settles into the background while cruising in Comfort mode. While far from the most municative performance car, the BMW M3 excels by being an actual multi-purpose machine. A sports car hunter in one moment, a cruiser in the other.
However, this world-beating performance comes at a price, and if BWM responds to recent tariffs imposed by the U.S. government with last-minute increases, it’ll only rise. While the $119,695 M3 CS exited production last year, BMW will sell you a “base” rear-drive M3 for $77,175, a more potent M3 Competition for $81,375, or the range-topping M3 Competition xDrive for $86,475. Please note, all of the prices listed above include a $1,175 destination fee.
My tester, finished in a $4,500 BMW Individual shade of Frozen Tampa Bay Green, starts as an all-wheel-drive range topper and only ascends pricewise. Its priciest addition is a $14,300 Carbon Package, including bucket seats, an Alcantara-wrapped steering wheel, carbon trim throughout the cabin, and carbon ceramic brakes. Factor in the $1,600 Executive package, and you end up with a BMW M3 Competition xDrive whose as-tested price creeps up on $115,000.
Since the E90 days, the BMW M3 has become quicker and more powerful with each new generation while improving its comfort and refinement. It may not reward you with the ultimate connection with the driving experience, but it offers an ideal blend of sports car performance and daily usability.
Now in its fifth year, the G80 is expensive, with looming tariffs potentially worsening things. Its front-end styling remains tough to stomach, while some of its latest interior updates result in an unintuitive user experience. However, if a proper one-car solution for daily use and weekend fun is what you’re after, the latest M3 still makes a strong case that it’s the one to have.
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