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RPM TV Website | March 26, 2024

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One-day test: BMW M3

2014 BMW M3 F80 2014 BMW M3 F80 2014 BMW M3 F80
Adam Schoeman

I remember when the previous E90 M3 was launched. There was a great deal of controversy because, for the first time ever, the M3 had moved away from a straight-six engine to a V8.

Enthusiasts were worried that the extra cylinders would ruin the iconic mechanical, high-revving sound of the M3, and that the extra weight of the front would transform the ride into that of a muscle car rather than the ultimate-handling, rapid sedan it had become renowned for.

Fortunately, none of these fears were realised. The E90 M3 was an incredible machine, thanks in part to its high-revving 4,0-litre V8 good for 309 kW and 400 Nm. It was also the first M3 to with a decent self-shifting gearbox, thanks to M-division’s version of the M-DCT dual clutch transmission.

At RPM, we all have fond memories of our E90 M3 long-term test vehicle, specifically how well it adjusted between sitting in traffic on the way to the office, eating up the kilometres on a long trip, or slicing through a mountain pass on the way to Tzaneen.

So, now that we are once again on the precipice of another fundamental change to the way the M3 is presented, it seems that people are less worried about it, even excited. I suspect this has a lot to do with how successful the E90 M3 was.

The F80 M3 (or 2014 M3) will once again be powered by a 3,0-litre straight-six engine, but for the first time ever, it will use forced induction (as standard, because I am sure there are a lot of M3’s that have non-standard turbo and superchargers on them) to boost the engine’s power.

The turbochargers mean that even though the engine capacity is 25 percent smaller, power has been increased to 317 kW and 550 Nm.  Not only is that an increase of 150 Nm but it is also available at just 1 850 rpm (instead of 4 000 rpm on the E90) giving this M3 a ballistic level of power very early on.

That low-down shove is evident in the quoted 0-100 km/h sprint times: 4,3 seconds if you have opted for the manual six-speed gearbox, or 4,1 seconds with a launch control-equipped seven-speed M-DCT transmission.

2014 BMW M3 F80

2014 BMW M3 F80

Having driven the new M3. I can testify that these numbers actually obscure the real brutality of the newcome’s acceleration. It’s not a battle of power, but rather one of traction. The traction control light is constantly flashing trying to keep the rear in check, and that despite some very careful use of the right foot.

Being an M-Division car, you can choose how much power the engine produces, the level of driver aid intervention, or how fiercely the gearbox swaps cogs, all of which can be saved to a profile and linked to one of two buttons labelled M1 and M2 on the steering wheel.

This allows you to activate a certain set of characteristics based on how you want to drive. Driving to work? Cool, then keep everything in Comfort. How about a breakfast run? Maybe turn up the engine’s power and the gearbox speed to Sport, but keep the suspension in Comport. Track day? Everything in Sport+ please.

That is the theory, but there is a slight problem, because the M3 just has so much power that there is no middle ground. Even in Comfort there is so much torque that the threat of the tail coming around without too much prodding is ever-present, resulting in the driver aids intervening all too often.

That’s all good and well, but with all the driving aids set to normal, the intervention is so abrupt that it quickly becomes unpleasant. Being an M-car, it does come with MDM or M-Dynamic Mode, which keeps Dynamic Stability Control active, but allows more freedom in the corners.

With MDM activated, the car feels more alive; the rear will move around a little and you need to use the throttle and steering to keep it in check, which is fine if you are in the mood, but over some less forgiving Joburg roads, or on wet surfaces, things get interesting very quickly.

Essentially you need to keep MDM active at all times to enjoy the M3, but if you do that, you are also in constant danger of putting the car through a wall or tree. It feels a little too All-Or-Nothing to be honest.

2014 BMW M3 F80

2014 BMW M3 F80

The same can be said for the car’s sound, which is incredible I might add. But after the third time starting up the M3 at 5:00am I felt very guilty and sorry for my neighbours. There is nothing wrong with a loud exhaust, but it could do with a little subtleness while idling.

This is in essence the problem with the F80 M3 – it is an incredible road car with so much power and dynamic prowess that it drastically closes the gap between the fast sedan and supercar. Not only that but you also have four-doors and five seats so it is practical.

However, for the first time, the M3 does not feel like it wants to be driven every single day. It doesn’t want to cruise along the highway to work or towards your holiday destination. Instead, it wants a track where you can disable all the assistance systems, and focus on finding the right line through the corner, and the perfect place to plant the throttle.

The veneer between everyday car and track weapon has always been thin on the M3, but in the case of the F80 it has been sanded down to a micron. If I owned a race track, I’d be first in line to acquire the newcomer, but on the track it would stay. Instead, I’d drive to the circuit in my E90 M3 – with hindsight, perhaps the best all-round M3 of them all.

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