BMW M3 (2014 – 2018) Review

One of the great joys of the BMW M3 has always been its ability to mix stunning performance with everyday usability. With the 2014 generation of this super saloon, it moved very much towards pace over practicality, which was not to the tastes of all fans. It was a daring move given BMW faced increased challenges from the Alfa Romeo Giulia Quadrifoglio, traditonal rival the Audi RS4, and another German offering, the Mercedes-AMG C63. Read on for our full BMW M3 review.

When it comes to high-performance saloons, one name has always led the way – the BMW M3. First launched in the mid-1980s, it has built up a reputation as one of the quickest and finest handling cars around.

For the fifth-generation BMW M3, there were some key changes – the most significant of which was the move to a turbocharged engine.

Out went the normally aspirated V8 of the previous BMW M3 to be replaced by a much more economical 3.0-litre six-cylinder unit.

It may be smaller in size, but thanks to twin turbochargers it has 431PS on tap. However, the big increase comes in torque, which is now 550Nm and available across a wider range.

In comparison, the previous V8-powered BMW M3 had 400Nm of torque and 420PS.

The turbo engine doesn’t quite have the character or sound of the old V8, but it certainly delivers the performance you’d expect from a BMW M3.

Acceleration from 0-62mph takes just 4.3 seconds, while choosing the optional M DCT automatic drops this to 4.1 seconds. This is supercar pace in a four-door saloon.

That’s a significant improvement over the 4.9 seconds of the outgoing BMW M3, yet the new engine is also more efficient with claimed economy of 32.1mpg on manual models and 34.0mpg for the auto.

This was helped by the fact that this model is 80kg lighter thanks to the use of more lightweight materials and a carbon-fibre reinforced plastic roof.

In fact, compared to a standard BMW 3 Series, only the doors, headlights and windscreen were carried over.

The standard six-speed manual uses carbon friction linings for better shifts and automatically blips the throttle on downshifts, previously a feature only available on the M DCT gearbox.

The double clutch M DCT has a launch control function that helps reduce the 0-62mph time, along with various Drivelogic modes which give the driver the option of changing the driving characteristics from comfort to economy, to an even sportier set-up.

On the road, the BMW M3 can be sedate and easy to drive at low speeds, meaning it’s a car that you can live with every day.

Yet it still feels every inch the high-performance saloon when you plant the accelerator and get it on to a demanding, twisting road. There’s incredible grip, superb traction thanks to a limited-slip differential and minimal body roll.

As a used buy, this generation of BMW M3 saloon is a great choice, although some find the balance of its character has moved too much towards overt speed over everyday functionality.

Fancy a BMW M4 instead? Read heycar's BMW M4 review.

Adaptive M suspension comes as standard with the BMW M3 and has Comfort, Sport and Sport+ modes, so you can alter the stiffness depending on the road conditions.

The BMW M3 also comes with an electro-mechanical steering set-up, the type which can often mean a loss of steering feel. Thankfully, the system in the BMW delivers good weight and decent feedback.

As with the suspension, you can also change the steering across the same three settings. Add this to the various engine modes, plus the gearbox settings, and things can get a little confusing.

Luckily there are two M buttons on the steering wheel which you can individually configure so that you only have to press one button to put the BMW M3 into its sportiest mode.

At low speeds, the BMW M3 is amazingly sedate and easy to drive. Despite all the performance, it’s a car that is easy to live with.

Much of that is down to the forgiving suspension, which ensures impressive ride quality and comfort. That’s not something you’d expect from a BMW M3, but the suspension is still stiff enough to ensure there’s minimal body roll through tight corners.

And it’s on demanding roads where the car really comes alive. You don’t have to drive it as quickly as the previous BMW M3 to enjoy it, helped by the increase in torque, but it’s still sublime through corners with immense grip and perfect balance.

As ever, the BMW M3 is rear-wheel drive, but out of slow corners there is superb traction thanks to the Active M Differential. 

It’s an amazingly agile car helped by its light weight. Thanks to the use of a carbon-fibre roof, previously reserved for the BMW M3 Coupe, aluminium front wings and bonnet, plus more carbon fibre in the engine strut brace and driveshaft, the BMW M3 weighs just 1497kg.

To put that into context, a Mercedes C63 AMG tips the scales at 1730kg. It also means that this was the first BMW M3 that was lighter than its predecessor.

This generation of BMW M3 saw the company revert to a six-cylinder engine, rather than the 4.0-litre V8 of the previous model.

To keep power up to the levels expected, the high-revving 3.0-litre unit is fitted with twin turbochargers, which boost output to 431PS.

The turbo system was designed specifically for the BMW M3, and it helps increase the all-important torque figure significantly, up to 550Nm.

There was also a Competition Pack that raised power to 450PS, while the limited edition BMW M3 CS model came with 460PS.

Sadly, the engine doesn’t have the character of the old V8 and seems quite muted from behind the wheel. There’s a nice rasp from the exhausts, but you don’t really get to enjoy that from inside the car.

It seems BMW tried to give the car a similar noise to before, but it can often sound odd and quite buzzy rather than thunderous.

That said, there’s certainly no shortage of performance, with a 0-62mph time of just 4.3 seconds with the standard six-speed manual gearbox.

Opting for the twin-clutch M DCT gearbox sees this time drop to 4.1 seconds, and also includes a launch control function for blisteringly quick starts from a standstill.

There are three different setting for the M DCT gearbox, so you can choose between smoother shifts or quicker and more aggressive changes, the latter giving the car a really purposeful feel when driven fast.

There’s no shortage of safety kit with this BMW M3, with Euro NCAP awarding a full five-star safety rating in 2012 to the BMW 3 Series.

It was particularly impressive in terms of adult occupant protection, with a superb 97% rating, while child safety and pedestrian safety were both ranked at 87%.

Every BMW M3 has six airbags, ESP with different modes and ABS anti-lock brakes. It also has adaptive cruise control and forward collision warning.

The BMW M3 was not officially rated for towing, so no figures are available.

Practicality is an area that was significantly improved with this generation of BMW 3 Series, and the BMW M3 is no different.

Most notably, there is more space in the rear seats. Adults can fit comfortably, and don’t require those in the front to slide their seats forward to release enough legroom.

It is also easier to get in and out of, thanks to bigger door openings.

The front seats have a decent range of adjustment, as does the steering wheel, while boot capacity is adequate, with 480 litres on offer.

The load compartment is wider than on previous models, although the saloon-style opening still ultimately limits what you can fit in there.

Quality is everything we’ve come to expect from BMW, with superb attention to detail.

From the stitching on the leather to the standard of the plastics used and the feel of the switches, it’s immediately obvious that this is an upmarket cabin.

One cool option is the M Head-up Display, which adds to the standard head-up display with extra info such as a neat rev counter and optimum shift indicator.

The interior of the BMW M3 builds on the standard cabin with some additions to help it stand out. The most noticeable is a different steering wheel, with triple-colour contrast stitching in the BMW M colours.

There are also plenty of BMW M details, including M-branded door sill trims, gear lever, instruments and metallic shift paddles on M DCT models.

Other nice details include Anthracite headlining and bespoke front seats based on bucket seats with width adjustable side bolsters.

These were designed specifically for the BMW M3 and BMW M4 to provide superb lateral support, but also good comfort for long journeys.

Getting the ideal driving position is simple, thanks to the low-down seat, which is heated and also comes with electric adjustment as standard.

This BMW M3 features one of the most comprehensive yet straightforward infotainment systems available.

As standard, it has the BMW Professional Media Package with upgraded Bluetooth, so you get a large infotainment screen, sat-nav with 3D mapping, and the usual quick response form the iDrive controller that is a doddle to use.

It’s also possible to attach a smartphone via a USB cable to use a lap-timing function if you drive on track days.

Such is the fanbase for the BMW M3, there is always a queue of willing buyers.

But that doesn’t mean they are all careful, fastidious owners, so beware cars that have been driven hard and then passed on after a short period.

Good, clean early examples of this generation of BMW M3 cost from around £25,000, with around 65,000 miles on the clock and full service records.

A late 20,000-mile example with the desirable Competition Pack will come in at around £37,000.

The official claim was that the BMW M3 could deliver 32.1mpg with the six-speed manual gearbox. Swap that for the DCT automatic and economy improved to a claimed 34.0mpg.

In real-world driving, you can expect both to record fuel consumption in the high-20s, which is decent for a car of this pace and power.

There’s not a lot in it when it comes to road tax between the manual and dual-clutch gearbox BMW M3s, with the DCT model registering 194g/km, to pay £365 per year for cars registered up to 1 April 2017. The manual version emits 204g/km to also pay £395 each year.

BMW M3s put on the road after that 1 April 2017 date pay a flat rate of £180 per year and are not old enough to dodge the surcharge levied on cars that cost more than £40,000 when new.

With the exception of the more powerful BMW M3 CS, all models sit in group 45 for insurance. Go down the CS route and that jumps to the highest rating of group 50.

Looking after the mechanical health of a BMW M3 is a job best left to specialists or BMW dealers, with the former offering a cheaper way to keep your car fighting fit.

The standard BMW M3 saloon comes with 19-inch M light alloy wheels, Adaptive M Suspension, front and rear parking sensors and heated and electrically adjustable front seats.

Add to that electric exterior mirrors, high-gloss Shadowline exterior trim and the full BMW Professional Media package with upgraded Bluetooth system.

With the BMW M3 Competition pack, you gained an extra 10PS for the engine, firmer suspension, a retuned exhaust to deliver a more encouraging sound, 20-inch alloy wheels, sports seats and seat belts with BMW’s M Division tricolour stitching.

At the pinnacle of the range sat the limited edition BMW M3 CS model.

It has a 460PS engine for 0-62mph in just 3.9 seconds, carbon-fibre body kit, further revised suspension settings and sticky Michelin Pilot Sport Cup 2 tyres.