2022 BMW M3 manual review

This is the cheapest, full-fat M model you can buy in the go-fast G80 3 Series range. More importantly, the base variant of the BMW M3 is arguably one of the best you can purchase because of a few key reasons. Well, three to be exact. That’s the number of pedals you receive for your $144,900. It’s a shame that such a focused performance car will see so few buy the manual version.

It’s a pseudo back-to-basics proposition. Now, that’s not to say the BMW M3 isn’t packed to the rafters with tech, because it is. However, dropping the xDrive all-wheel-drive system, the eight-speed torque-converter automatic as well as culling the on-paper figures has done nothing to lessen the experience. Badging runs devoid of the Competition moniker, but there’s still the new powertrain up front, nestled behind that contentious grille.

History shows that there’s always some form of a simmering controversial undercurrent when it comes to a new generation M3. Bavaria seems to like change more than its fan base. However, it’s usually on mechanical grounds. Or, more specifically, the cylinder count.

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The transition from S55 (F80) to S58 (G80) has been less dramatic, with the latter remaining a 3.0-litre twin-turbo straight six. In this application it pumps out 353kW and 550Nm, which is nothing to sneeze at. And while there are some synthetics at play, the soundtrack is a return to form.

Some might cast a sniggering eye at the fact it’s 22kW and 100Nm down on the Competition, but it’s important to note that the ‘base’ M3 now offers more kilowatts (but not Newtons) than even the F80 CS. Be in no doubt, the entry-level M3 is rapid. With power being delivered right up to 6250rpm, there is real benefit to extending the tacho to redline. On the flip side, the wave of mid-range torque (from 2650 to 6130rpm) means you can leave it in a higher gear and use the S58’s muscle to pull you through. The gearing is also well-matched, meaning it never feels breathless or lethargic.

The shift action of the six-speed manual itself is more serviceable than brilliant. It can feel a little rubbery, especially when slotting into a gate, and it isn’t as rifle-sharp as you might hope. However, being lighter in nature means it isn’t a chore to use and the rev-matching on downshifts works a treat if you don’t want to heel and toe – of which the pedals are ideally placed if you do. The manual adds a layer of connection to the experience, an element you as the driver have to get right in order to hustle down the road (or on a race track) quickly.

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While the six-speed manual is the talking point here, it’s hard not to be enthralled by the driving experience. This is a German four-door muscle car with the grace and talent of a ballet dancer. Ham-fisted? Not a chance. The front-end is razor sharp (with 275-section front tyres) and will eagerly arrow into an apex with a sense of competence that isn’t fully translated through the variable ratio M Servotronic steering – you have to trust that it will stick. All the strut bracing and extra track width aiding its nous, while the rear axle has been calmed with the somewhat prickly nature of the F80 blunted.

That’s not to say it’s a walk in the park. There’s still a heavy dose of driver input required. Play with the plethora of modes, or even dare to switch things off, and the M3 requires taming. You can’t forget that 353kW and 550Nm is being sent to just two 285-section Pirelli P Zero tyres. M Dynamic Mode is the amenable safety net, allowing for degrees of slip without fully releasing control, while there’s 10 stages of traction control and even an M Drift Analyser to play with.

The M3 has a classic rear-drive dynamic nature where you can drive off the outside rear, guiding things as much with your right foot as you do the steering wheel.

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It would be a step too far to say that the M3, with adaptive dampers set to Comfort, is a plush-riding car. However, coining it crashy is far too harsh. There is a level of compliance to the suspension, combined with sophisticated damping to control vertical movements. It’s all part of making the M3 that bit more approachable without forgoing its focused ability. You can slot it into sixth gear and cruise along the highway in relative ease with little hint of the racy prowess waiting to be unleashed.

The cabin adds to the refined nature, too. Fit and finish is top-notch while the quality of materials used is pleasing, however, NVH and tyre roar could be better suppressed. It’s a little subjective, but the 12.3-inch instrument cluster isn’t the best use of a digital screen in the business with the tacho in reverse and a poor map display.

However, the head-up display is clear and concise. The central 10.25-inch infotainment screen is touch enabled and supports smartphone integration for Apple CarPlay and Android Auto. Being a four-door, five can be seated comfortably and there’s a 480-litre boot to lug all your track-day goodies.

It’s a shame few will choose the manual. And those who do might have speculative motives for doing so, wrapping one of the most controversial M3s in cotton wool and locking it away in a shed for future monetary gain. It’s too good for that. The G80 is every bit the driver’s car the venerable marque heralds with the added three-pedal connection enthusiasts crave. That combination might not be around much longer. Get it while it lasts.

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2022 BMW M3 specifications