BMW M3 Competition 2016 Review

More power, more performance – BMW has ratcheted up the numbers behind its scintillating M3 with a new Competition version. Priced at $144,615 (plus on-road costs), the Competition model represents a $5000 premium over the regular M3, first introduced in 2014. But it brings with it a raft of changes that play to the strengths of the original model, enhancing not only its performance credentials but its character overall. Here we have an engineering exercise akin to piling another storey onto the Empire State Building.

Of all the feedback surrounding BMW's F80 M3 and M4 duo, first released in 2014, a power shortage is hardly front of mind. But that's been one of the key updates in a BMW re-visit of the hallowed mid-size performance offering: a 14kW boost in power, taking the M3's total surfeit of riches to a heady 331kW, along with the broader application of its 550Nm across the rev spectrum.

There are several other headline additions included in the Competition's $5000 price premium over the regular M3. They include larger 20-inch Star Spoke alloys that are shod with staggered Michelin Pilot Super Sport tyres, a recalibrated Active M Differential designed to provide more punch out of corners, 15 per cent stiffer springs, new dampers and anti-roll bars to hone handling response. Put it together and, on paper at least, you're looking at one of the most capable M3s yet since the very first E30 model.

The added money also gets you a head-up display, adaptive LED headlights with high-beam assist, keyless access and engine start, plus an upgraded infotainment system with 'professional' satellite navigation via high-definition widescreen display.

From the outside there are a few points to differentiate the Competition over the regular donor model, namely in the form of high-gloss black badging, exhaust tips, the aforementioned wheels and a swish carbon-fibre roof.

The car's five-star suite of safety features incorporates full airbag coverage and the latest acronyms in assistance. Less impressive is the lack of full autonomous emergency braking (the car will assist in braking but won't bring itself to a full stop) and adaptive cruise control – usually standard items at this money.

Jumping into the exquisitely sculpted M Sport driver's seat of the revamped model, you're greeted with the same low-slung driving position, nicely placed controls and familiar but ageing analogue instrument cluster and button-laden centre fascia. There are some added visual niceties to take in, like the M-themed seatbelt stripes, a thick M-Sport steering wheel and splashes of carbon fibre trim around the dashboard.

Like the regular M3 – along with the entire 3 Series range, for that matter – the Competition's interior is hardly the latest word in design, but the tried and tested formula offers plenty of storage, decent spatial proportions for four adults/five children and a useable 480-litre boot complete with split-folding seats.

The interior is also resplendent with BMW's familiar iDrive centre rotary dial, which controls the vehicle's infotainment, driving data and general information via a high-definition widescreen display. Furthermore, the car's inquisitive sat-nav system is like having a local riding shotgun in the city, too, thanks to live traffic updates and a knack for finding alternatives during peak-hour runs.

Now to dynamics. The F80 M3 has been somewhat controversial since its introduction, polarising users with its light-switch power delivery and relatively boisterous on-road skill set. As a general rule, experienced drivers are enamoured with its tuning, while others weren't as fussed – you need only see pro racer Luke Youlden's comprehensive observation.

Happily, the latest round of tweaks has allowed the M3 to play more to its dynamic strengths. The car feels more neutral at the limit than before, a trait that becomes apparent the more time you spend in the driver's seat.

The newly re-calibrated Active M Differential is one of the major reasons for change. Designed to provide more punch out of corners, it also helps the car feel more progressive in its delivery and means hustling the M3 along at speed certainly isn't as daunting, despite the car's veritable 4.2 second 0-100km/h time in manual guise (0.1 seconds faster than the regular manual M3).

When provoked, the differential is quite partial to hanging the car out sideways, too, doing so in a more linear fashion than before. A clever sport setting in the stability control and traction control suite enables you to have a play without throwing the game away completely.

The additional power from the M3's twin-turbocharged in-line six comes with a strict caveat: it is all in the top end. For instance, the 14kW boost in power, a total of 331kW overall, peaks at 7000rpm instead of 317kW at 5500rpm. Likewise the 550Nm of torque now reaches its straps at 1850rpm (instead of 2000rpm) but will now hold out until 5500rpm.

New valves in the 3.0-litre engine's exhausts bring a slightly different soundtrack, according to BMW. If anything the car is a little louder than before, but the soundtrack is still a largely synthetic one – complete with a digital-sounding overrun.

Crisp, precise steering and excellent chassis balance are the two core appeals of the M3. It feels remarkably well balanced on road or track, its ultra-grippy Michelin Pilot Super Sport tyres (265/30 at the front, 285/30 at the rear) instilling extreme levels of lateral grip.

The steering on the M3 has been labelled 'inert' by previous testers. In sport mode the tiller is artificially heavy, yes, but is by no means a deal breaker in terms of the car's overall dynamic resolve.

The M3 is also a vehicle that is easy to tailor to your driving style, thanks in part to different individual parameters for the engine, gearbox (in automatic guise), steering and suspension.

One of the bigger revelations with our test car is the matching six-speed manual, a no-cost option from the factory in the place of the standard seven-speed dual-clutch automatic. BMW reckons only three per cent of buyers will tick the box of the stick shift, which is in itself a crying shame.

The manual elicits a different level of driver engagement thanks to six nicely-proportioned ratios, a well-weighted throw, easy clutch take-up and no driveline sloppiness that is typical of many big capacity engines.

If anything the highest cog, sixth, is a little short on gearing, spinning the engine at 2500rpm while doing 100km/h, and purists will either take or leave the manual's rev-match downshift feature, which eliminates the fun of heel and towing.

The M3's big four-piston front stoppers scrub speed with steadfast resolve. You can option carbon-ceramic disc brakes but unless you track the car regularly, the $15,000 premium probably wouldn't be worth it.

With all that performance on offer you do tend to pay some compromise in the form of road comfort. The car's adaptive suspension is a tad firmer than before, jiggling at low speeds even in comfort mode, and relaying bumps in the road more prominently than the donor car. It's hardly unliveable, but it is something to consider; Sport in the donor car is basically line-ball with Comfort mode in the Competition car.

Road noise is a carry-over problem from the donor car, with coarse chip surfaces eliciting constant tyre roar inside the cabin. And the M3 still exhibits the same touchy mid-corner throttle response, so best be judicious with the right foot along tight mountain passes.

Conversely, the M3 is surprisingly good on the fuel side of the ledger if you use it as a daily driver. We managed 9.1L/100km over 1200km worth of driving, just above the claim. Of course the occasional squirt or windy road will see this figure spike significantly.

On the servicing front the M3 Competition is offered with a three-year/unlimited kilometre warranty and five-year servicing plan for the one-off fee of $2878.

BMW estimates roughly 90 per cent of buyers will opt for the Competition M3 over the donor model. And why not? If you've already scaled the performance ranks, it can't hurt to go one rung higher.

2016 BMW M3 Competition:

Price: $144,615 (plus on-road costs)
Engine: 3.0-litre twin-turbo six-cylinder petrol
Output: 331kW/550Nm
Transmission: Six-speed manual/seven-speed dual-clutch automatic
Fuel: 8.8L/100km (ADR Combined)

CO2: 194g/km (ADR Combined)

Safety Rating: Five-star ANCAP