BMW M3.

Driving
The M3 packs the first-ever V8 in a full production M3. Peak torque arrives from 3,900rpm, which results in a wonderful gutsy surge of power throughout the rev range. The motor delivers 414bhp, and provides seriously impressive acceleration at the test track – accompanied by a glorious eight-cylinder soundtrack. However, once you push it beyond 6,000rpm, the BMW takes on a more mechanical and manic character, and there is a final burst of performance to the 8,400rpm red line. The M3’s extreme feel becomes even more apparent when you press the Power button, which sharpens throttle response (but, unlike the M5, delivers no extra power). Similarly, the stability control system can be adjusted by the driver. However, thanks to the hi-tech ‘M Diff’ limited slip differential, the M3 delivers sufficient dry-road mechanical traction to render electronic intervention unnecessary. The steering attracts criticism, though. While it’s sharp and very precise (drivers can engage a Sport mode to enhance this), it feels remote. We have a similar complaint with the active dampers, which are optional on the BMW. When set at their stiffest in Sport mode, body roll and dive is all but eliminated, and the M3 corners incisively as a result. Yet some drivers will miss the reassurance this movement provides. The M3’s ride isn’t perfect, either. It is, however, an extremely sharp driver’s car.

Marketplace
It’s a small badge that’s a big deal for car enthusiasts. Ever since the famous M emblem first appeared on a 3-Series in 1986, it’s become recognised as the mark of a true driving machine. So the arrival of the latest model, sporting a V8 for the first time, is a real event. Particularly as a raft of technology means the model follows the lead of its bigger V10 brother, the M5, in showcasing the immense engineering abilities of the Munich firm’s M division. For now, just the coupe model is available (convertible and Touring versions will follow in time). And it looks the business. The wonderfully blended, rounded and widened wheelarches disguise bespoke suspension, the carbon fibre roof reduces the coupe’s weight and the prominent bulge in the bonnet hides that beefy V8. It’s clearly a very special car. Indeed, only the doors, bootlid, lights and windows are shared with the standard 3-Series Coupe. Key rivals include the Audi RS4 and Mercedes C 63 AMG – plus the leftfield Vauxhall VXR8 and Chrysler 300C SRT-8.

Owning
The M3 is a little ordinary inside. Aside from a smattering of M branding, it’s virtually the same as that of a standard 3-Series Coupe. That isn’t necessarily a bad thing, as it means a faultless driving position and a spacious rear cabin. But when you consider how much the M3 costs, it’s disappointing that there’s no real step up from a conventional 3-Series. The MDrive button does at least allow owners to personalise their car, though. Settings available include three damper modes, a trio of traction control levels, plus variable throttle response and steering assistance. As for running costs, the M3 achieves 22.8mpg on the combined cycle (eight per cent better than the old car) but, otherwise, it’s not cheap. Insurance is a top-level group 20, while servicing and maintenance are unlikely to be cheap. However, retained values may offset some of this – even in its final days, the old car held on to over 50 per cent of its list price. That’s fortunate in the case of the new model, as it’s not cheap.