2023 BMW M3 Reviews, Pricing & Specs

After lunch with a friend, we walked toward our 2023 BMW M3 test vehicle to find a gaggle of young men checking it out. The car certainly was eye-catching, thanks to its Fashion Grey BMW Individual paint combined with Fiona Red full Merino leather and optional thin-spoke, bi-color wheels. As soon as we used the remote to unlock the M3’s doors from a distance, they departed. But more than one looked back at the car over a shoulder as they left.

We don’t know any details of their conversation, but the latest iteration of the BMW M3 sparks a love-it-or-hate-it reaction in many people. The huge grille is over the top, and while it looks OK while wearing a long, thin European license plate, U.S. plates make the car appear to need the services of an orthodontist. Around the back, the orgy of exhaust outlets under the jutting bumper is anything but subtle. And when you start the M3, the exhaust system defaults to a loud setting until you push a button on the center console to quiet the car down.

Subtle, the M3 isn’t. But neither was the original. Back in the late 1980s, the M3’s body kit, flared fenders, and prominent (for the time) rear wing made a definitive visual statement. So does the latest sixth-generation M3, arguably the most expressive example of the model since that first E30-based version.

Fiona Red leather upholstery adds to the M3’s ability to attract unwanted attention. While this glowing hue wouldn’t be our first choice, it doesn’t detract from the sense of quality within the car’s cabin. The materials are first-rate, BMW renders most of the switchgear in a gloss-free matte black finish with white markings, and aluminum accents offer some shine. The test car’s carbon fiber trim looked terrific, too, adding some gloss to go with the lipstick red leather.

This year, BMW Curved Display technology is new, perched on the dashboard like two iPads glued together. It pairs a 12.3-inch instrumentation screen with a 14.9-inch touchscreen infotainment system, the pair residing under a single piece of curved glass that angles the infotainment display toward the driver. It looks out of place.

The 2023 BMW M3 lineup includes the M3, the M3 Competition, and the M3 Competition xDrive. Only the standard M3 offers a traditional manual transmission. Step up to Competition spec, and you get a sophisticated eight-speed automatic transmission that can handle this version’s higher engine output. The Competition xDrive also adds all-wheel drive (AWD), while the standard M3 has rear-wheel drive (RWD). Base prices range from $74,300 to $82,600, not including the reasonable $995 destination charge to get the M3 from its Munich, Germany, factory to your BMW dealer.

The M3 test car had the stick shift. The optional Fashion Grey paint and Fiona Red full leather added $6,300 to the test car’s bottom line. In addition, our M3 came with upgraded wheels, carbon fiber interior trim, M Shadowline headlights, M Drive Professional, the M Driver’s Package, and the Parking Assistance Package. These upgrades brought the manufacturer’s suggested retail price (MSRP) to $86,745, including the $995 destination charge.

Every BMW M3 has a twin-turbo 3.0-liter inline-six engine. In standard specification, the sonorous powertrain generates 473 horsepower at 6,250 rpm and 406 pound-feet of torque between 2,650 rpm and 6,130 rpm. The six-speed manual gearbox has a downshift rev-matching feature, and feeds power to the rear wheels through an M Sport differential. You can’t get an automatic transmission in the standard M3.

Competition-spec M3s produce 503 hp at 6,250 rpm and 479 lb-ft of torque between 2,750 rpm and 5,500 rpm. They come only with an eight-speed automatic with paddle shifters, Drivelogic control, Sport and Manual shift modes, and a Launch Control system. Get one with xDrive AWD, and you can choose between RWD, AWD, and Sport AWD settings.

According to BMW, the standard M3 accelerates to 60 mph in 4.1 seconds. The M3 Competition makes the same run in 3.8 seconds, while the M3 Competition xDrive can get there in 3.4 seconds. Every M3 has a curb weight of fewer than 3,900 pounds, distributed in a 53:47 split over the front and rear axles.

As you would expect, BMW endows the M3 with a long list of performance upgrades. Highlights include an Adaptive M suspension, M Compound brakes, M-specific electric steering, and a performance exhaust system. If you’re planning to really hammer on this car, you might want the optional M Carbon Ceramic brakes, but they’re gonna cost you plenty.

Every BMW M3 has M Drive and M Driving Dynamics Control. These allow you to tailor the car’s performance characteristics to pre-determined profiles or individual preferences through a selection of drive modes and settings for the engine, suspension, brakes, and transmission. Using the M1 and M2 buttons on the steering wheel, you can configure two shortcuts to specific dynamic profiles, giving you quick access to them when needed.

One thing to know about the M3 is that you can tailor it to behave in as docile or aggressive a manner as you like. That’s where the M1 and M2 buttons on the steering wheel come in handy. If you want the M3 to lean more towards luxury during the daily commute, press M1. If you’re embarking on a rousing drive across the mountains and through the canyons, select M2.

No matter how you configure this car, know this: it represents sheer driving bliss. Effortless speed, unassailable handling, and ever-present competence are the M3’s hallmarks, and the car’s performance is approachable and predictable rather than mercurial and threatening. Because the M3 is so smooth, refined, composed, and communicative, you always feel like you’re in complete control and that you can trust what the BMW M-division wizards have crafted. For people who love to drive, the BMW M3 is a dream.

We can’t find enough superlatives to describe the M3 driving experience. But, we must issue a disclaimer. This high-performance BMW isn’t infallible. If its driver does something monumentally stupid, it won’t rescue them from that poor sense of judgment. But, in the hands of a skilled driver who knows where and when to safely exercise the M3’s capabilities, it represents automotive brilliance.

Is there anything to criticize here? Sure. For example, there is plenty of road noise. If you want a quiet car, the M3 is not for you. Also, though we’ve been driving cars with manual gearboxes for decades, we sometimes have trouble quickly launching the M3. But given its overall excellence, that’s likely our problem, not the car’s.

In case you’re wondering, our test car averaged 18.4 mpg on the evaluation loop, falling short of the official EPA fuel economy rating of 19 mpg in combined driving. But, to be fair to the car, we did spend plenty of time in the upper reaches of the rev range while goofing off in the Santa Monica Mountains near Los Angeles.

So, that’s the thrilling side of the M3. What’s great about this four-door sports sedan is that it also has a practical side. During a week of suburban living, we used it to haul kids, get groceries, run errands, and commute into the city, all without trying to assert false dominance over others. Imagine that.

Oh, there was one guy in a sixth-generation 335i with a ridiculous Jiffy Pop exhaust who was ritualistically tempting us by slowing down, racing forward, releasing the accelerator pedal, and snap-crackle-popping to draw everyone’s attention to his lack of self-confidence. But we ignored him.

Every M3 includes multi-color ambient lighting and a triple-zone automatic climate control system, each intended to make the car’s cabin a more pleasant place to spend time.

Our test vehicle had the standard power-adjustable and heated M Sport front seats with illuminated M badges, and if you want to be comfortable, stick with them. The optional M carbon bucket seats are both expensive and torturous when driving on anything that doesn’t have apex cones and curbs painted white and red. The standard seats are quite comfortable, feature adjustable thigh bolsters, and do a great job of holding you in place in real-world corners and curves. Ventilation is optional.

The M3 is roomy enough to comfortably hold four adults. The rear bench seat features substantial outboard bolsters, forcing you toward the center of the car. However, once you’re settled in, you’ll find just enough legroom for comfortable extended travel. In addition, BMW provides rear passengers with their own climate control panel, air conditioning vents, and USB charging ports.

Overall, the BMW M3 is a snug but comfortable fit. In addition, the storage space is practical, with small trays and bins placed in useful locations. A covered storage slot to the left of the steering wheel is remarkably deep, and the bin underneath the center armrest is larger than expected. Furthermore, most storage spots have a lining of some kind to quell noise and vibration.

Open the 16.9 cubic-foot trunk, and you’ll find netted storage to the left, a deeper well to the right, and a 40/20/40-split back seat that allows you to carry long and narrow items, such as skis, without kicking people out of the car. Enclosed trunk hinges mean you won’t crush your luggage, and BMW provides an inside grip across the width of the lid to assist with closing it. Thoughtfully, the phone number for BMW roadside assistance is placed right where you can easily see it.

Earlier, we said the new BMW Curved Display technology looks out of place in the BMW M3. Unfortunately, it also did not work as well as what we’ve experienced in other BMWs. The test car didn’t have an active BMW ID set up, so we’re surmising that was part of the problem.

BMW Curved Display pairs a standard 12.3-inch Live Cockpit Plus digital instrumentation screen with a 14.9-inch touchscreen infotainment system running the latest iDrive 8 technology. You can interact with these screens using the iDrive controls on the center console, controls on the steering wheel, the infotainment touchscreen, or voice commands. Unlike in some BMWs, gesture control appears to be off of the menu with the M3, which is fine by us because it’s a gimmick.

Standard highlights include Bluetooth, Apple CarPlay, Android Auto, SiriusXM satellite radio, connected services, a navigation system, and a 16-speaker Harman Kardon surround-sound audio system. You can upgrade to get wireless smartphone charging, a personal eSIM 5G connection, a drive recorder system, and a head-up display.

The M3’s Curved Display graphics appear to be specific to M models, with angled separations between the infotainment widgets. It also seems to offer fewer features than some of the automaker’s other models. Plus, as we discovered, it wasn’t operating under an active BMW ID, which may have affected its behavior.

Our M3 test vehicle did not respond to the now-common “Hey BMW” wake phrase. Instead, we had to push the talk button on the steering wheel to activate the voice recognition system and the digital assistant. The result? In general, the technology worked reasonably well, aside from some odd quirks.

For example, in response to “I need to go to a hospital!” the first two recommendations the system returned were located in Mexico. The third result on the list was the large regional hospital a couple of miles away. You’d expect the closest hospital to be the first one the technology suggests.

In addition, we regularly had trouble determining how to find and adjust vehicle settings and how to find and review information. In cases where we were successful, remembering later how to properly perform the same function proved frustrating. And the trip computer seemed to alternate between showing the average miles per gallon and the average gallons consumed per hour.

Not all of the M3’s in-car tech causes aggravation. Take the front camera system, which helps you avoid scraping the front of the car on curbs and parking blocks. A button on the center console activates it. So simple and easy. Also, the surround-view camera system is helpful and includes a graphic that shows you how much clearance you need for the doors to open. We enjoyed the standard Harmon Kardon sound system, too.

Unfortunately, in this instance, and in this test vehicle, BMW Curved Display with iDrive 8 made us wish for analog gauges, knobs, buttons, and iDrive 7.

When it comes to safety, aside from the engineering BMW bakes into the vehicle architecture to disperse crash energy, the M3 features a full slate of driving assistance systems.

The standard Active Driving Assistant includes forward-collision warning, lane-departure warning, lane-keeping assist, an active blind-spot monitoring system, and rear cross-traffic alert. In addition, every M3 includes adaptive LED headlights with automatic high-beam assist, BMW Assist eCall with automatic collision notification, an SOS emergency call button, automatic post-collision braking, and front and rear parking sensors.

The Competition models’ automatic transmission enables more driver assist features, so BMW offers a Driving Assistance Professional option package for these models. It equips the M3 with adaptive cruise control with stop-and-go capability, evasive steering assist, and an Emergency Stop Assistant that can bring the car to a safe halt if the driver becomes unresponsive. Steering Assistant is a part of this package, too, combining with the adaptive cruise control to provide semi-autonomous driving assist with a lane-change assist function. An Extended Traffic Jam Assistant works at speeds under 40 mph to provide hands-free driving in traffic.

In use, Active Driving Assistant is effective and unintrusive. However, if you unintentionally stray from your lane, and you clearly don’t intend to, the M3’s lane-keeping assist system is not shy about yanking you back away from the brink. The action is dramatic, grabs your attention, and makes you feel mighty sheepish for whatever lack of focus caused it.

The BMW 3 Series sedan on which the M3 is based gets high marks in all crashworthiness assessments from the Insurance Institute for Highway Safety (IIHS), but the organization hasn’t published specific ratings for the M3 itself.

The National Highway Traffic Safety Administration (NHTSA) gives the 3 Series sedan the highest possible ratings in all of its tests, including for rollover resistance, but does not apply these ratings to the M3 model.

The BMW M3 sedan is not cheap, but we do think it is worth the money. For starters, it is a sports car, a luxury car, and a family car rolled into one vehicle. It exudes quality in its materials and construction. It brings sheer, unbridled joy to its driver. And it comes with a comprehensive warranty, roadside assistance, basic connected services, and complimentary scheduled maintenance for the duration of a typical lease, if not longer.

If you simply don’t like the M3’s look or its new Curved Display technology, you have few alternatives that can provide the BMW’s level of deeply satisfying performance.

Sure, a Tesla Model 3 Performance is fast in a straight line, but does it deliver as well-rounded a package of speed, ride, handling, and quality? Over at the Mercedes-Benz dealership, new AMG versions of the redesigned C-Class are coming soon, but as we publish this, they’re not available yet. The Audi RS 5 is a compelling alternative, and it offers standard AWD plus a Sportback design for added practicality. But there’s no manual gearbox for the purists.

You could save money and go with an Acura TLX Type S, Infiniti Q50 Red Sport 400, or Lexus IS F Sport Performance, but these rivals aren’t in the same league as the BMW. The Cadillac CT4-V Blackwing is great to drive but doesn’t come close to matching the quality, refinement, and sophistication that oozes from the Bimmer. The Alfa Romeo Giulia Quadrifoglio is also compelling but not ideal.

So, at the moment, your alternative to a self-shifted M3 performance car is... nothing. To paraphrase Tom Cruise in Risky Business: “BMW M3. There is no substitute. For now.”