BMW 3-Series (G20)


Debut: 2019
Maker: BMW
Predecessor: 3-Series (F30)



 Published on 18 Mar 2020
All rights reserved. 


BMW is determined to make the 3-Series sporty once again...


The junior executive car segment has progressed a lot over the past decade. New contenders like Jaguar XE, Alfa Romeo Giulia, Kia Stinger and (Hyundai) Genesis G70 entered the competition, while traditional players like Mercedes C-class, Audi A4 and Volvo S60/V60 have never stopped improving. There are also some unconventional entrants like the coupe-style Audi A5 Sportback, Peugeot 508, Volkswagen Arteon and even the full-electric Tesla Model 3. All of them are ready to challenge BMW 3-Series, which dominated the class it pioneered over the past 45 years. Does BMW feel the pressure? Yes, undoubtedly a lot. When the outgoing 3-Series, codenamed F30, debuted 8 years ago, it was still praised for the most versatile car in the class – fast, fabulous to drive yet efficient, refined, comfortable and easy to live with. However, when the battles unfolded, it lost the handling crown to Alfa Romeo and Jaguar (some said even Cadillac, though I think neither ATS nor CTS were its direct rivals), refinement crown to Mercedes and Audi and efficiency crown to Tesla (of course). More problematic, the Korean duo offers arguably more driving fun for less money. Still, we kept it at the top of its class, not because it excelled in any particular area, but it was relatively rounded, with no particular weakness except the lack of steering feel. Apparently, the F30 has lost its limelight. BMW has to think hard how to revive its mojo.

Is the new G20 the right answer? Before inspecting its various aspects, let’s make it clear: BMW is determined to make it sporty once again. And I mean Sporty! Perhaps best demonstrated this is the fitment of “lift-related” dampers for the standard suspension as well as M Sport suspension. The outgoing F30 needed the optional adaptive dampers desperately to handle and ride well, whereas its standard suspension was deemed to be too soft and the M Sport suspension too stiff. To address this problem, BMW developed the lift-related dampers. It is a cost-effective passive damper, but beside the main piston there is an additional, smaller auxiliary piston at the top or the bottom end. When the damper compresses or rebounds, the auxiliary piston approaches the narrowed section of the damper body, increasing resistance. This means, the more compression or rebound, the stiffer the damping becomes. It is just like the hydraulic bump stops used on some Citroens, Peugeots, Renaults or Hondas, but it works across a wider range of suspension travel instead of the top end. On the G20, the suspension setup is stiffer than its predecessor, especially on the standard suspension. However, as the lift-related dampers are designed to limit rebound up front and compression at the rear, the car should have better control over its body motions, hence the feeling of more composure.



Lift-related dampers lift the game as well.


On the first sight, the new car doesn't seem to change much, although it does look a bit larger, closer to the territory of 5-Series. Its proportion remains, but get closer and you will see some significant changes. For example, the long-standing "Hofmiester kink" at the C-pillar gets angular, which takes some getting used to. The headlights and double-kidney grille are also more angular, and the latter is now made in a single piece of metal. The long bonnet is more contoured. At the rear, the 3D L-shape taillights look much different from the past, though not necessarily more stylish.

Just as visible from outside, the G20 is 76mm longer than the F30. 41mm of which goes to the wheelbase, while most of the rest to the front overhang to deal with crash protection demand. The body width is only 16mm wider, but it looks far more than that because the front end is no longer tapered inward. This means the front bumper gets much wider, enabling the front track to be widened by 43mm, while rear track is 21mm wider. Despite the larger exterior dimensions, the interior is just marginally larger. Having said that, you should remember that the old car was never short of space for four adults.

More sheet metal does not increase weight. On the contrary, the new car is said to be up to 55kg lighter than before, although a 330i is only 25kg lighter, while 320d is actually 5kg heavier. Its body-in-white is about 20kg lighter. Its engine subframe and front spring struts are both converted to aluminum, saving 7.5kg. The bonnet and front fenders are also made of aluminum now, saving another 15kg. Meanwhile, body rigidity is lifted by 25 percent, or 50 percent at some crucial areas like suspension mounting points. These improvements should aid handling and ride, capable of withstanding the stiffer suspension. Moreover, the new car cuts noise by adopting laminated windscreen.



The body is larger yet stronger and lighter. Center of gravity is dropped by 10mm.


Aerodynamics is also considerably improved. Base models like 320d now achieve a Cd of merely 0.23, down from 0.26. This matches arch-rival Audi A4 and beats Mercedes C-class (0.24). Contributing to the improvement include underbody sealing, side air curtains and active shutter grilles (now include the double-kidney).

Although the G20 is built on the modular platform called CLAR (clustered Architecture), which is shared with all the firm’s models with longitudinal powertrain, it employs simpler strut suspensions up front, while keeping a multi-link setup at the rear. Adaptive dampers remain an option – and highly recommended for optimum ride and handling, although the standard lift-related dampers are no slouch. M Sport suspension sits 10mm lower while using 20 percent stiffer springs and stiffer anti-roll bars. Caster angle of the front wheels has been increased to improve self-centering and steering feel. The 3-Series keeps its trademark 50:50 balance - more precisely, 51.7:48.3 for 330i or 52.6:47.4 for M340i xDrive. Center of gravity is dropped by 10mm compared with the last generation.

Inside, the new car sees a complete change of interior design theme, more in line with the new 8-Series. It is a lot more modern, cleaner, more sophisticated and much higher in material quality. The 10.3-inch touch screen is better integrated with the center console but you can still use the iDrive rotary knob to control. Additionally, there is a voice recognition system that mimics Mercedes’ MBUX by using “Hey BMW” to start your command, although it doesn’t always understand. As you would expect, the BMW’s driver seat is supportive, the driving position is perfect and highly adjustable. Ergonomics are good thanks to the driver-oriented center console and the well-designed i-Drive operating system. On the downside, the 12.3-inch instrument display is not as good as Audi’s Virtual Cockpit. It puts the speedometer and rev counter at the sides such that the latter turns counterclockwise, while other information are located arbitrarily. Such a layout places style above readability. The rear bench is easily more spacious that most rivals, so 6-footers will find good head and leg room behind another 6-footer. The boot is also very large at 480 liters.



Interior styling and build quality are vastly improved.


Although most engines are carried over or lightly updated, the G20 still offers the strongest engine range in the class. 3 of them are worth particular attention:

B48 2-liter turbo (320i and 330i): it produces 184hp and 221lbft on 320i, or 258hp and 295lbft on 330i – the latter is an increase of 6hp and 37lbft over its predecessor. The 330i engine is still the benchmark of the class. It is not as powerful as Alfa Romeo’s 2.0 Multiair turbo, but it pulls strongly from the low end and keeps its power across a wide band, achieving 0-60 mph in an outstanding 5.5 seconds. It is also quite smooth for a four-cylinder, delivers the highest economy figure among rivals. The only downside is lacking an inspiring sound. 

B47 2-liter turbo diesel (318d and 320d): BMW’s four-cylinder diesel is neither the smoothest nor the quietest, but you cannot argue about their power and efficiency. The 318d produces 150hp and 236lbft with a single turbo. The 320d version has upgraded to a sequential twin-turbo setup and 2700 bar injection. Its output remains unchanged at 190hp and 295lbft, but it responds more keenly at low revs than its single-turbo predecessor, and it revs willingly to the 5000 rpm redline. This must be a good news to European customers, as 320d is the most popular model there.

B58 3-liter turbo (M340i): the new range-topper, excluding M3, is now called M340i instead of 340i. Coming together with the M Performance badge is increased power and torque, now 374hp and 369lbft instead of 326hp and 332lbft. American version is even stronger at 382hp (or 387hp DIN) as it is free of particulate filter. As before, BMW’s straight-six motor is creamy smooth, responsive and produces nice sound. It is more willing to rev than the four-cylinder, and performance is another level. With xDrive fitted as standard, European model reaches 60 mph in merely 4.2 seconds, strong enough to beat a V8-powered E90 M3. Rear-wheel drive is available to only America, which does the same sprint in 4.4 seconds.

All 3-Series models but the base diesel employ the excellent ZF 8-speed automatic as their only transmission. It might be sad that driver engagement is sacrificed, but you cannot argue that the ZF unit is incredible: smooth, responsive, accurate and faster than manual. Many other manufacturers employ the same unit, but no one tunes it as good as BMW.


Alfa Giulia might be still preferred by the purists, but the BMW has closed the gap in driver engagement and overwhelms it in so many other areas.


On the road, the first thing you notice is that the new 3-Series rides with extra firmness. To call this the sportiest junior executive car is not overstated. On standard suspension, it is already firmer than rivals. Passive M Sport suspension is sportier still, so you won’t choose this car if your first priority is long-distance comfort. However, on the flipside is an outstanding body control. No other rivals without a sporting badge can control their body motions so tightly, can be so unfazed by bumps, undulations and cambers when attacking corners. It goes wherever you point. It grips hard, it resists roll, it brakes strongly, it balances well. It shows an unrivalled immediacy and incisiveness. Yes, an Alfa Giulia has a lighter, more delicate steering hence feeling more agile, but the BMW feels more precise and more reassuring, with rock-solid body control contrasting the Alfa’s pronounced roll. Its steering is still not very feelsome, but at least the latest tuning has rectified most of the numbness on the straight ahead, at least in Sport mode which has the lane-keeping driving aids deactivated. Some tactile feedback from the front tires finally returns. The helm weighs up beautifully as you turn, and its variable-ratio rack with 2.3 turns lock-to-lock feels direct yet intuitive.

The M340i xDrive with adaptive dampers smooths out bumps better in Comfort mode, but secondary ride on smaller irregularities remain busy. Its fat Michelin Pilot Sport 4S tires offer massive grip, but the car balances beautifully. There is a bit understeering when driven hard into corner, but you can use throttle to turn that into a progressive oversteer, as the straight-six provides enough grunt at any revs to do so. The electronic locking rear differential keeps the slide tidy. That said, the M340i xDrive is not supposed to be an M3. It is neither as sharp in its response nor as light in its feel – after all, this car weighs at least 110 kg more than the last M3, or 130kg heavier than the last rear-drive 340i. The 320d and 330i are actually more remarkable in their classes. They prove that the new 3-Series no longer needs a lot of expensive options to drive as good as they are supposed to be in base form. Alfa Romeo Giulia might be still preferred by the purists, but the BMW has closed the gap in driver engagement and overwhelms it in so many other areas. It is not a perfect car, but good enough to retain its crown.
Verdict:
 Published on 23 Sep 2021
All rights reserved. 
M3 (G80)


3 shocking elements of the new M3: price, size and that nose.


The new M3 shocks the world in several ways. The first is the full-height double-kidney grille that made headlines in every review. “Controversial” is probably a word too subtle, because the automotive world has a common consensus that it looks plain ugly. Oversized, inelegantly shaped and even pointless. A considerable portion of the grille is wasted on the bump beam and number plate, eliminating any advantages in cooling. Against tradition, the 2 kidneys are separated completely, pronounce and extend to their own power bulges on the bonnet, almost as flamboyant as Detroit metal of the 1950s and 60s. Horizontal elements of the grilles highlight their angular shapes that don’t fit into the otherwise smoother shape of the nose. More comically, the number plate hangs in the middle of the kidneys, destroying any visual messages they want to bring, if any. The new M3 has an unfortunate nose. If you cannot stand it, you might stick with the regular M340i.

The second thing to shock us is pricing. Over the last 2 decades, the M3 gets increasingly more expensive, growing from an affordable sports sedan to something closer to the territory of Porsche 911. Back then, an E46 M3 cost £42,500 in the UK market. This rose by 19 percent to £50,600 on the E92, another 15% to £58,000 on the F80, and now the G80 takes a 30-percent surge to £75,000, just 10 grand less than the entry-level 911 Carrera. Admittedly, this £75K gets you the Competition model. The standard M3 is not offered in UK and many other markets. You can buy both in the USA though. They cost $70,900 and $73,800 respectively, so the difference is slim.

The third to shock is how big the car has evolved. Although this has much to do with the regular 3-Series and in general the market trend of this class, it is still uncomfortable to see the M3 gets 123mm longer and 26mm wider, actually larger than an E39 M5 ! More alarming, it gains some 170-185 kg over its predecessor, resulting in 1705 kg for the standard M3 or 1730 kg for the Competition model. Yet that is not the heaviest M3. Now you can add the M5’s rear-biased, drift-ready M xDrive system to the Competition model for the first time together with another 50 kilos. And that’s before the introducing of Touring body… so it’s safe to say the heaviest M3 will exceed 1.8 ton before loading. Don’t call it a compact sports sedan anymore.



Quick though it is, the powertrain is not the highlight of the car.


The standard M3 and M3 Competition can be priced so closely because they are the same car except engine ECU mapping and gearbox. We start with the engine. The new S58 engine is already used on the X3M and X4M SUVs. Still a 3.0-liter twin-turbo straight-6, but it is slightly larger (2993 cc instead of 2979 cc thanks to increased stroke), structurally stronger, higher boosted and has better cooling. Technologies are broadly the same as before though, including forged steel crankshaft, closed deck cylinder block, arc-wire spray iron bore coating, Valvetronics, Bi-Vanos and direct injection, although the latter has been upgraded to 350 bar. A new two-stage intercooler improves cooling efficiency and makes possible the increased turbo boost, which is set at 1.3 bar on the standard car or 1.7 bar on Competition model. The addition of particulate filters is required to pass Euro 6d emission test.

As such, the standard model produces 480hp and 406 lbft of torque, compared with 431hp and the same torque of the old car. The Competition model lifts these to 510hp and 479 lbft, even higher than the outgoing M3 CS (460hp and 442 lbft). This is considered necessary to match arch-rival Mercedes-AMG C63 S and Alfa Romeo Giulia QF, both offer 510 ponies as well. The peak power of both tunes arrives at 6250 rpm, while the peak torque of the Competition is available between 2750 and 5500 rpm, a band much wider than the outgoing CS model (4000-5380 rpm). On the downside, the new motor is slightly less keen to rev, as its redline is lowered from 7600 to 7200 rpm.

While the standard M3 gets a 6-speed manual as standard (carried over from the old car), the Competition runs a compulsory 8-speed automatic by ZF. That’s because the manual box cannot withstand its 479 lbft of torque. Another reason is, the automatic is engineered to be compatible with M x-Drive, as it is already used on the M5. Keen drivers might ponder, but like many other cases, the ZF auto offers quicker acceleration, taking the Competition model only 3.8 seconds to sprint from rest to 60 mph. The manual-shifted and less powerful M3 takes 4.1 seconds, no match. Both cars have a top speed regulated at 155 mph, but you can opt for lifting the limit to 180 mph, which is still far below their potential I would say.

Like last time, the M3 features a carbon-fiber roof as standard to lower center of gravity a little. It also features pronounced fenders to accommodate wider tracks and tires. Compared with the lesser 3-Series, its chassis has been reinforced comprehensive around the engine compartment and the underbody by extra bracings and a new rigidly-mounted rear subframe. Both suspensions are overhauled with bespoke wishbones, links and wheel carriers which enable the wider tracks and increased front camber, while adaptive dampers are retained. The car is shod with Michelin Pilot Sport 4S tires of 275/40ZR18 up front and 285/35ZR19 at the rear, but most buyers might opt for better-looking 275/35ZR19 and 285/30ZR20. Compared with the old car, its front tires get 20mm wider while the rear only 10mm, so front-end grip should be much stronger. Braking is provided by 380mm and 370mm discs front and rear, with 6-pot and single-pot calipers respectively. Carbon-ceramic brakes is a very expensive option but not strictly needed.



Lightning pace and astonishing roadholding on any roads and tracks trump its rivals.


On the Road

Step into the cabin, the M3 differs from lesser 3-Series mainly in the thick-rim steering wheel and heavily bolstered bucket seats. You might opt for expensive carbon-fiber buckets, but mind you, they are very tight and therefore not suitable for big guys or long trips. Otherwise, the cabin is just as great as the 3er: spacious front and back, fresh design, high-quality, ergonomically sounded and equipped with the best infotainment system on the market.

Powertrain used to be the highlight of M3, or just any M cars, but in turbocharging era this is no longer true. On the M3 Competition, there is some turbo lag low down, noticeably more than Alfa Giulia QF or AMG V8, but once spooled up the straight-6 is hugely punchy, flexible and responsive. While the Alfa chases revs with a sweet linear manner, the BMW responds to your input like an on-off switch. You need power? You get it right now. No wait. No efforts required. The 8-speed auto seems to shift just as quick as the outgoing dual-clutch manual yet with added smoothness. Downshift may be a tad slower, but the superior torque is more than enough to compensate. As a result, the M3 Competition offers astonishing straight line speed, stronger than any of its rivals. Nevertheless, it lacks the sound quality of Alfa V6 and AMG V8. The bassy, gravelly noise is not particularly musical, even if artificially enhanced by speakers. Open the windows and you’ll hear a rather muted exhaust note for a performance car, blame to the particulate filters. Yes, it is a remarkable powerplant by any objective measurement, but the emotion and inspiration of the last naturally aspirated M3s are not here.

Instead of powertrain, what makes this M3 great is chassis. Like any current generation 3-Series, its suspension is stiff, so stiff that even Comfort mode is marginal on B-roads. However, the extra control offered by the stiff setup, in addition to the rock-solid chassis (thanks to those reinforcement), brings a new level of handling. In particular, the roadholding is astonishing. It seems to offer endless front-end grip, biting the road hard and keeping turn-in razor-sharp. It carries huge speed into and out of corner, yet keeps everything tightly controlled, precise and stable. On a dry road it is extremely difficult to overwhelm its grip or unsettle its fine balance. On a track, when the tail start sliding, the inherent balance and the active differential keep things tidy, far more benign than the last M3. That’s why it offers great confidence to attack any roads. If you want to go from A to B in minimal time, the M3 Competition is the one you will choose over Alfa or AMG.

With this superior handling, you may forgive less important flaws such as a not very communicative steering, the hard ride, the lack of full manual gearshift or even the not so romantic power delivery and sound. Yes, the Alfa Romeo feels lighter, steers better, rides smoother and revs sweeter, but the BMW trumps it in speed, body control, roadholding and the fact that you can push it harder still. The Alfa strikes back with a shape you will fall in love from first sight, while the BMW wins your brain with its superior interior and build quality. Which one is our first choice?

It’s a close call. In the end, the M3 loses by a nose. That nose!
Verdict:
 Published on 27 Jul 2023
All rights reserved. 
M3 CS (G80)


This is currently the fastest and most expensive 3-Series model you can buy...


Once upon a time, if you want to buy a fast BMW 3-Series, your choices are few and very straightforward. If you had not much money, a six-cylinder 323i or 325i would be the obvious choices. With more money and more desire for speed, the M division would offer you an M3. That’s all.

Fast forward to today, if a 330i fails to satisfy you, you can opt for M340i, with or without xDrive. Further up, you can opt for the standard M3 with 480 hp, or the 510 hp M3 Competition. Again, they can be either rear-drive or xDrive, plus you have the option of Touring (estate / wagon) body. If the M3 Competition xDrive’s 0-60 time of 3.4 seconds and 180 mph top speed still fail to thrill you, or its £80K price tag fails to raise your eyebrows, BMW will recommend you to consider M3 CS. Mind you, the latest Club Sport model is not exactly a track-focused machine, as it still rides on Michelin Pilot Sport 4 S road tires rather than anything with the word “Cup” or “Corsa”, but it is currently the fastest and most expensive 3-Series model you can buy from dealerships. It will set you back at an eye-popping £120,000. Oh, I still remember the E46 M3 charged £42,500 when it was new. The hierarchy of fast 3-Series increasingly looks like that of the Porsche 911.

Reading through the specifications, modifications from the M3 Competition to M3 CS are not as big as you would expect. That’s not to say the results were subtle, but it is more a proof that the base car was engineered so strong that it can accept significant boost of power without much change in hardware. Take the S58 twin-turbo straight-six motor for example, its close-deck cylinder block and crankcase and cooling system were somewhat over-engineered for the Competition model – and that is partly why that car is so heavy – so BMW just needs to rewrite the ECU codes, dialing the boost pressure from 1.7 to 2.1 bar and get an extra 40 horsepower. Torque is still limited to 479 lbft, which seems to be the torque capacity of its ZF 8-speed automatic transmission, but it sustains to nearly 6000 rpm, while the motor will easily spin to 7200 rpm before fuel cut-out. Stiffer engine mounts aside, there is no change to the powertrain hardware.



A stronger multi-point aluminum tower braces lead to sharper steering.


Unlike its 2-door sibling M4 CSL, the M3 CS has xDrive fitted standard. Again this proves that it is less a track car than you might think. Furthermore, the weight saving measures are limited to the introduction of CFRP bonnet, aero kits and door mirrors (the roofs of M3 and M3 Competition are already CFRP), and the standard fitment of M carbon bucket seats, a titanium exhaust silencer (which cuts 4 kg) and lighter alloy wheels. Overall, the CS is just 15 kg lighter than the Competition xDrive, therefore it is not a lot faster in straight line. BMW claims 0-60 mph in 3.3 seconds, or a tenth quicker than the lesser model, while speed limiter is lifted to 188 mph.

However, open the bonnet you will see a stronger multi-point aluminum tower braces that reinforce the front suspensions and engine compartment. This means the CS is not just about more power, but it has a stronger chassis to match. The springs, dampers, anti-roll bars and camber setting are all unique to the car, as are the tuning of variable-ratio power steering and stability control. Ceramic brakes remains optional but highly recommended, because its reduced unsprung weight can compensate for the stiffer suspension setup.



Its handling is a step up from the Competition, allowing you to push harder, corner faster and brake later yet feeling more controllable and reassuring.


Sitting in the low and cocooning carbon bucket, you will immediately realize how driver-focused the CS is. “Hardcore” is not the right word to describe it, because it rides just as good as the M3 Competition on normal roads, which is to say firmer than an Alfa Giulia QF but far from unbearable. With all seats in place, a usable boot, high quality interior and all those high-tech infotainment gadgets, the CS remains a fairly good daily driver. Meanwhile, it is also noticeably sportier than the lesser M3 models. The steering feels sharper and better connected to the road. The body control gets even tauter. The front-end grip is incredible, resulting in a pointier nose and free of understeer. Its handling is a step up from the Competition, allowing you to push harder, corner faster and brake later yet feeling more controllable and reassuring. Now with a stiffer chassis and more incisive control of its mass, the CS can transform its tremendous traction and grip into significantly quicker lap time. Unquestionably, it will destroy Alfa Romeo on a race track.

The same goes for the modified powertrain, whose upshift feels crisper and titanium exhaust screams louder, if still not the most melodic sound. The CS is better than any other M3s in every respect, except affordability.

Yes, £120K is ridiculous for a compact sports sedan, especially if you drive it on roads only. While we applaud the M division for creating this car, we would be happy to spend hard-earned money on the less powerful but lighter-feeling and more absorbent Giulia QF, especially when the Alfa Romeo’s nose looks so much better than the BMW’s.
Verdict:
Specifications





Year
Layout
Chassis
Body
Length / width / height
Wheelbase
Engine
Capacity
Valve gears
Induction
Other engine features
Max power
Max torque
Transmission
Suspension layout
Suspension features
Tires
Kerb weight
Top speed
0-60 mph (sec)
0-100 mph (sec)
320d
2019
Front-engined, RWD
Steel monocoque, aluminum subframe
Mainly steel, some aluminum
4709 / 1827 / 1442 mm
2851 mm
Inline-4 diesel
1995 c.c.
DOHC 16 valves
Sequential twin-turbo
CDI
190 hp
295 lbft
8-speed automatic
F: strut; R: multi-link
-
225/50R17
1455 kg
149 mph (c)
6.5 (c) / 6.9***
19.8***
330i
2019
Front-engined, RWD
Steel monocoque, aluminum subframe
Mainly steel, some aluminum
4709 / 1827 / 1442 mm
2851 mm
Inline-4
1998 c.c.
DOHC 16 valves, DVVT, VVL
Turbo
DI
258 hp
295 lbft
8-speed automatic
F: strut; R: multi-link
-
225/45R18
1470 kg
155 mph (limited)
5.5 (c) / 5.4* / 5.1* / 5.4**
14.4* / 13.8* / 14.6**
330e
2019
Front-engined, RWD
Steel monocoque, aluminum subframe
Mainly steel, some aluminum
4709 / 1827 / 1442 mm
2851 mm
Inline-4
1998 c.c.
DOHC 16 valves, DVVT, VVL
Turbo
DI
184 + 113 = 252 hp (overboost 292 hp)
221 + 77 = 310 lbft
8-speed automatic
F: strut; R: multi-link
-
225/50R17
1740 kg
143 mph (c)
5.6 (c)
-




Performance tested by: *C&D, **MT, ***Autocar





Year
Layout
Chassis
Body
Length / width / height
Wheelbase
Engine
Capacity
Valve gears
Induction
Other engine features
Max power
Max torque
Transmission
Suspension layout
Suspension features
Tires
Kerb weight
Top speed
0-60 mph (sec)
0-100 mph (sec)
M340i xDrive
2019
Front-engined, 4WD
Steel monocoque, aluminum subframe
Mainly steel, some aluminum
4713 / 1827 / 1440 mm
2851 mm
Inline-6
2998 c.c.
DOHC 24 valves, DVVT, VVL
Turbo
DI
374 hp
369 lbft
8-speed automatic
F: strut; R: multi-link
Adaptive damping
F: 225/45YR18; R: 255/40YR18
1670 kg
155 mph (limited)
4.2 (c)
-
M340i (USA)
2019
Front-engined, RWD
Steel monocoque, aluminum subframe
Mainly steel, some aluminum
4713 / 1827 / 1440 mm
2851 mm
Inline-6
2998 c.c.
DOHC 24 valves, DVVT, VVL
Turbo
DI
382 hp
369 lbft
8-speed automatic
F: strut; R: multi-link
Adaptive damping
F: 225/45YR18; R: 255/40YR18
1745 kg
155 mph (limited)
4.4 (c) / 3.8*
9.4*
M3
2021
Front-engined, RWD
Steel monocoque, aluminum subframe
Steel, aluminum, carbon-fiber
4794 / 1903 / 1433 mm
2857 mm
Inline-6
2993 c.c.
DOHC 24 valves, DVVT, VVL
Twin-turbo
DI
480 hp / 6250 rpm
406 lbft / 2650-6130 rpm
6-speed manual
F: strut; R: multi-link
Adaptive damping
F: 275/35ZR19; R: 285/30ZR20
1705 kg
180 mph (limited)
4.1 (c)
-




Performance tested by: *C&D





Year
Layout
Chassis
Body
Length / width / height
Wheelbase
Engine
Capacity
Valve gears
Induction
Other engine features
Max power
Max torque
Transmission
Suspension layout
Suspension features
Tires
Kerb weight
Top speed
0-60 mph (sec)
0-100 mph (sec)
M3 Competition
2021
Front-engined, RWD
Steel monocoque, aluminum subframe
Steel, aluminum, carbon-fiber
4794 / 1903 / 1433 mm
2857 mm
Inline-6
2993 c.c.
DOHC 24 valves, DVVT, VVL
Twin-turbo
DI
510 hp / 6250 rpm
479 lbft / 2750-5500 rpm
8-speed automatic
F: strut; R: multi-link
Adaptive damping
F: 275/35ZR19; R: 285/30ZR20
1730 kg
180 mph (limited)
3.8 (c) / 3.5*
7.6*
M3 Competition xDrive
2021
Front-engined, 4WD
Steel monocoque, aluminum subframe
Steel, aluminum, carbon-fiber
4794 / 1903 / 1434 mm
2857 mm
Inline-6
2993 c.c.
DOHC 24 valves, DVVT, VVL
Twin-turbo
DI
510 hp / 6250 rpm
479 lbft / 2750-5500 rpm
8-speed automatic
F: strut; R: multi-link
Adaptive damping
F: 275/35ZR19; R: 285/30ZR20
1780 kg
180 mph (limited)
3.4 (c) / 2.8* / 3.0**
7.0* / 7.2**
M3 CS
2023
Front-engined, 4WD
Steel monocoque, aluminum subframe
Steel, aluminum, carbon-fiber
4795 / 1918 / 1438 mm
2857 mm
Inline-6
2993 c.c.
DOHC 24 valves, DVVT, VVL
Twin-turbo
DI
550 hp / 6250 rpm
479 lbft / 2750-5950 rpm
8-speed automatic
F: strut; R: multi-link
Adaptive damping
F: 275/35ZR19; R: 285/30ZR20
1765 kg
188 mph (limited)
3.3 (c) / 2.7*
6.4*




Performance tested by: *C&D, **MT





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