The contentious 2022 BMW M3 is a bit of an opinion splitter for one elephant-in-the-room reason – but is it as good a drive as we’ve come to expect from the nameplate?
- Sensational level of grip
- The fact it’s offered with a manual gearbox
- Very well kitted from ‘base’ specification
- Three-year warranty
- Seat bases lack support
- That polarising grille…
This car could so easily have not existed. In a world where manual transmission high-performance cars are becoming increasingly endangered, it’s getting frustratingly difficult to find a true driver’s car.
Notwithstanding hot hatchbacks, the list of DIY shifters is small enough to be counted on one hand.
The fact that BMW has made available a manual transmission inside its 2022 BMW M3 is a surprise, then. To me, anyway. It joins a small group of other manual high-performance sports cars; the Ford Mustang, Porsche 718 Boxster/Cayman, and Porsche 911 – that’s it.
That’s why I may come across excited throughout this review. But attached to that six-speed shifter is a whole lot of car too.
We’re sampling the M3 in its ‘base’ guise – the entry-level $144,900 rear-wheel-drive M3 equipped with a six-speed manual transmission. It gives away some power to its M3 Competition range-mate, but still churns out 353kW/550Nm from its 3.0-litre twin-turbo inline six-cylinder engine.
| Key details | 2022 BMW M3 manual |
| Price (MSRP) | $144,900 plus on-road costs |
| Colour of test car | Portimao Blue metallic |
| Price as tested | $160,795 drive-away (Vic) |
| Rivals | Alfa Romeo Giulia QV | Audi RS5 Sportback | Mercedes-AMG C63 |
Rest assured, the ‘entry-level’ variant is still very well equipped from the get-go. Kit includes a set of staggered 19-/20-inch forged alloy wheels, carbon-fibre roof, laser headlights, M Sport seats with heating and electric memory control, Merino leather upholstery, Harman Kardon stereo, and a power boot release.
The small list of stuff it misses out on (to the M3 Competition) includes an eight-speed automatic, a 22kW/100Nm boost in engine outputs, digital key functionality, adaptive cruise control, carbon-fibre shift paddles and extended Merino leather. That kit comes at a $10,000 premium.
While its age-old sparring partner in the Mercedes-AMG C63 has temporarily stepped out of the ring while it awaits a successor, cross-shoppers might also consider an Alfa Romeo Giulia QV from $138,950 or an Audi RS5 Sportback $150,900, both before on-road costs.
But specifically for manual sports sedans, no alternative is available. Interestingly for BMW fanatics, the new M3 even uses an old gearstick that was fitted to its first M3 models such as the E30 and E36. Whether it’s an intentional throwback or not, it’s still a nice head-nod to the company’s past.
| 2022 BMW M3 manual | |
| Seats | Five |
| Boot volume | 480L seats up |
| Length | 4794mm |
| Width | 1903mm |
| Height | 1433mm |
| Wheelbase | 2857mm |
Thankfully, the rest of the interior has kept pace with time. The G80 M3 stocks a beautifully finished and tech-laden cabin that will keep owners entertained for years to come.
It’s also a very comfy cockpit with which to control the superpowered sports sedan. There’s ample space to get comfy with in the front row and enough adjustability to find a nice, low driving position. I’m a particular fan of the bulbous gear shifter and the thick-rim steering wheel, though I understand it’s not to everyone’s tastes.
The 10.25-inch infotainment screen and the software inside are one of my favourite pairings in the industry, with crisp maps and easily navigated menu systems. Wireless Apple CarPlay and Android Auto are available too. There are myriad M-related features to play with, like a drift analyser and sport gauge displays, but I’m content with the information provided between the 12.3-inch digital cluster and head-up display.
What look like two nitrous oxide buttons from The Fast and the Furious on the steering wheel actually control two preset driving modes. You can configure these yourself in the car’s infotainment, though I miss the easy-access settings buttons (by the shifter) that could change suspension, powertrain, and steering feel.
Our car wears a duotone white/black leather combination and is accented by carbon fibre and brushed aluminium. The materials feel great and look suitably high-end.
Second-row space is tight for taller occupants, but most should fare fine in the back seats. Headroom is good and side-to-side space is comfortable – the only negative is constrained foot room can sometimes cause some tangled legs. There’s minimal storage on offer aside from a pair of door card bins, but there are air vents.
The M3’s boot comprises 480L of space. Its more traditional rear end shape might make for some awkward fitting-in of large items, but the aperture is large enough for normal items.
Covering off other ownership aspects of the M3, unfortunately BMW is one of the last manufacturers to still only offer three years’ worth of servicing (unlimited kilometres). This is at odds with its competitors Mercedes-Benz, Audi, and Jaguar that offer five years.
BMW insists the M3’s 59L fuel tank be fuelled only by 98-octane petrol and suggests it consumes 10.8L/100km on a combined fuel cycle. Our real-world test indicated a 12.0L/100km rating on a combined cycle – not overly different from BMW’s claim.
But in reality, M3 owners are not going to be overly mindful about how much 98-octane the car consumes. It’s all about the driving experience.
| 2022 BMW M3 manual | |
| ANCAP rating | Five stars (tested 2019) |
| Safety report | Link to ANCAP report |
The dominant feature of the M3’s drive is the six-cylinder powerplant under the bonnet.
It’s a superpowered six-cylinder engine boosted by a pair of turbos churning out an astonishing 353kW/550Nm. This power is routed to the rear wheels through a six-speed transmission, and I’m glad it only has to deal with those milder amounts rather than the M3 Competition’s full 375kW/650Nm.
It puts power down impressively well – much better than its predecessor, which could behave a little peaky and unruly when pushing down hard on the accelerator.
Power delivery feels the right amount where you get a serious shove in the back, though thankfully you’re not left having to manage inputs with regard to traction. The Pirelli P Zero tyres provide excellent grip allowing you to really hook into corners. Quick back-to-back corners are dispatched with devastating speed and dexterity as the body stays nice and flat through successive switchbacks.
Fuel Consumption – brought to you by bp
| Fuel Usage | Fuel Stats |
| Fuel cons. (claimed) | 10.8L/100km |
| Fuel cons. (on test) | 12.0L/100km |
| Fuel type | 98-octane premium unleaded |
| Fuel tank size | 59L |
Changing gear yourself is rewarding and adds back in that extra little bit of complication into the mix of driving a car fast. The notchy shifter in the M3 is classic BMW manual – it slots in neatly with a defined movement, and the clutch feel is pretty progressive with the bite point being further down the pedal’s throw.
On test I took the M3 north of Mansfield to help film James Ward’s Drive TV episode and was designated stunt man for the day. Piloting the car up and down roads to capture film footage was incredibly entertaining, and I quickly got a good feel for how the car behaves.
It’s beautifully engaging and hugely adaptable to the way you drive – there are a multiple levels to steering feel, adaptive dampers, and brake pedal feel. Speaking of the latter, the standard steel calipers bite down super hard on an initial prod of the brakes and pull up the 1705kg car in quick fashion. There’s a reassuring confidence to the way they react considering they are just the standard brakes – carbon-ceramic brakes can be optioned for $16,500, though I’m not sure they’re needed.
What you might want to option in is a set of the hardcore M Carbon bucket seats ($7500). They’re expensive for a set of upgrade seats, but the standard pews lack bolster support for thighs and leave you sliding around a bit through successive corners. I can only imagine the sensation would be amplified at speed on a racetrack.
| Key details | 2022 BMW M3 manual |
| Engine | 3.0-litre inline six-cylinder twin-turbo petrol |
| Power | 353kW @ 6250rpm |
| Torque | 550Nm @ 2650-6130rpm |
| Drive type | Rear-wheel drive |
| Transmission | Six-speed manual |
| Power to weight ratio | 207kW/t |
| Weight | 1705kg |
| Turning circle | 12.2m |
Steering the M3 is great fun with a nice and weighty feel translating to a quick change of direction on the road. Its nose dives into corners with accuracy and follows the same line around the entire bend.
Emanating from the car’s rear end is a gutsy, gruff exhaust note that can be made louder via a button next to the shifter. Gone are the obnoxious pops and bangs exhibited on the overrun by its predecessor. Though I always had it in loud mode, naturally.
The ride profile straddles a good balance between acting comfortable around town and firming up for a tight and agile character when further afield. On the former, the M3 rolls over speedhumps without much complaint and shields passengers from too much upset.
When things get more dynamic, the car stays tidily flat through bends and powers through mid-corner bumps with ease. It’s an impressive breadth of ability, but then that’s what the M3 has always been about – the car that can take you for a fun Sunday drive, but then ferry you to work in comfort come Monday.
In its current generation, the G80 M3 still represents one of the best all-round sports cars, and with a manual gearstick it heightens the experience just that little bit more. Personally, I’d be opting for a base-specification manual M3 over the more expensive M3 Competition because, aside from adding the obvious automatic gearbox, the base spec is already really well-kitted for the money.
See? Here’s proof you can write an M3 review without first calling out its contentious nose design. Just as well balance is maintained: the 2022 M3 manual is as rewarding to drive as its grille is difficult to look at.
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