2022 BMW M3 Lengthy-Time period Street Check: 30,000-Mile Replace

From the May 2023 issue of Car and Driver.

40,000-Mile Wrap-Up

Speed is an expensive habit, and the more you pay, the more you get. Take our long-term 2022 BMW M3. We could have spent more for the more powerful Competition trim or the quicker all-wheel-drive variant. Instead, we went with the $70,895 base model, which not only was less expensive but also allowed us to get a manual transmission.

Even with a number of options, our M3’s $77,825 as-tested price is less than the starting price of a Competition xDrive. Opting for the do-it-yourself gearbox gives up a little over a second in acceleration versus the Competition xDrive, but our M3’s 3.9-second 60-mph time and its quarter-mile result of 12.2 seconds at 117 mph are figures we can live with. Happily.

Moreover, covering 40,000 miles in a little over a year means spending a lot more time on the open freeway than on a racetrack. And for that task, our M3’s spec is ideal. The car simply devoured interstates, traveling from Michigan to California and back, visiting Virginia International Raceway twice, and covering thousands of miles on shorter road trips in between.

Central to our M3’s exceptionally pleasing demeanor is its twin-turbocharged 3.0-liter inline-six and six-speed manual. “This car is so much better with the manual,” former staff editor Connor Hoffman commented. “I get why the Competition model exists, but it’s just not as engaging to drive on the road.”

The transmission’s short gearing encouraged frequent interaction with the upper reaches of the engine’s powerband. “This car doesn’t know the difference between 60 and 90 mph—make that 100 mph. You can feel the autobahn breeding at high speeds,” Buyer’s Guide director Rich Ceppos said. And despite turning 3000 rpm and beyond at freeway speeds in sixth, we averaged 22 mpg, handily beating the EPA’s 19-mpg combined rating.

Comparisons with our long-term 2022 Cadillac CT4-V Blackwing were inevitable and were uniform in terms of the BMW’s powertrain superiority. The steering was another matter. “It’s not so much the lightness in Comfort mode but lack of damping that makes it way too easy to jerk around,” noted testing director Dave VanderWerp. Executive editor K.C. Colwell agreed, adding, “I got used to it, and an owner would too. But anyone who owned or drove an E90 or earlier M3 would be disappointed.”

Steering feel was our strongest complaint. Other criticisms centered on small things such as the difficult-to-read counter clockwise digital tachometer, occasionally fiddly infotainment menus, and the absence of a physical button for synchronizing the dual climate zones.

The rest of the interior made a positive impression, thanks in part to the Silverstone and Black leather ($2550) and Individual Aluminum trim ($1080). “This gray-and-black interior is a fantastic choice—lively but still tasteful,” deputy reviews editor Joe Lorio said. “The current BMW interior design strikes the right note between modernity and usability and is flattered by this M3 spec.”

Our staff reported quick and seamless wireless Apple CarPlay functionality (Android Auto is also supported), save for one return trip from VIR when the system refused to connect.

After driving cross-country, technical editor Dan Edmunds voiced an appreciation for how Apple CarPlay integration includes turn-by-turn directions in the head-up display, which is part of the $1550 Executive package. This option also includes BMW’s Gesture Control system, which allows you to wave your hands around to control certain infotainment functions. The system’s frequent false positives were annoying, so we turned it off. It was far more convenient to rely on either the touchscreen or the rotary controller behind the shifter, and we were thankful to be able to choose.

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Michelin winter tires made the most of the rear-drive traction.

But the option that received the most attention was the Isle of Man Green Metallic paint ($550). Our M3 garnered constant attention and unanimous praise in parking lots, gas stations, and while stopped in traffic. “I want all my cars in this shade of green,” technical editor Mike Sutton said. To complement the color, we replaced the original badges with emblems celebrating the 50th anniversary of BMW’s Motorsport division.

The Executive package also includes a heated steering wheel, making Michigan winter slightly more tolerable. Winter tire selection, on the other hand, was more of a challenge. We couldn’t find a set for the standard 18-inch front and 19-inch rear wheels, so we bought four 19-inch wheels and a set of Michelin Pilot Alpin 5 tires through BMW for $3710.

This winter wheel-and-tire package provided excellent traction, but the combination increased complaints about ride quality. One particularly spicy note claimed a staffer’s spouse refused to take a return journey on a road trip—although we remain suspicious of the M3’s culpability. Once the summer setup went back on, the complaints mostly disappeared.

The Pilot Alpins showed signs of wear during our second winter, and drivers noted a lack of traction under even light acceleration. We rotated the tires to finish the test, but we would have replaced them if we were keeping the car.

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Fans of the Hofmeister kink gather.

It shouldn’t be surprising that a powerful rear-drive sedan exhibits advanced tire wear, especially considering our M3 came with the $900 M Drive Professional option, which includes 10-stage traction control and a feature that scores your drifts. We got roughly 11,000 miles out of our first set of rear tires. The second set did better, showing wear bars after roughly 13,000 miles (though keeping that rubber through our wrap-up test meant slower results). You could drive more reasonably to reduce tire wear. You could also drive a Toyota Prius.

Fortunately, BMW’s three-year/36,000-mile maintenance program meant our four scheduled service visits cost nothing additional. We did have a few unscheduled repairs. A cracked front parking sensor cost us $802. At some point, the front bumper got misaligned, and a careless encounter with a parking curb damaged some rubber trim pieces. Those repairs totaled $147.

While performing end-of-test measurements, we were surprised to find wear on the front brake calipers and scoring on the inside of the front wheels. The tight clearance between the two makes it likely that debris gets stuck in there. This type of scar is often the result of apexing in a racetrack’s gravel trap, but this M3 never so much as went off. It was probably the result of an unpaved-road commute.

Despite the wear—tire and otherwise—we deeply enjoyed covering miles with our M3. “After some M3s that were cold, distant, and harsh riding, this one’s an everyday-drivable car with a lion’s heart,” Ceppos said. Whatever it lacks in steering feel or acceleration times, it makes up for with constant driving pleasure. Our experience confirmed that the manual M3 is the best M3.

Rants and Raves

A carwash attendant gave us a stream of thumbs-ups until the M3 disappeared into a wall of soap spray and whirling brushes. Even our long-term Corvette didn’t garner that sort of prewash adulation. —Rich Ceppos

The M3 logos on the front seats illuminate at night on approach, and that never gets old. —Austin Irwin

I like the seriousness of the drive modes. Sport disables all the driver-assist aids, and Track turns off the infotainment screen altogether. —Dave Vanderwerp

If there’s a perfect spec for the M3, this is it: manual, rear-wheel drive, and in Isle of Man green. —Eric Stafford

The cupholders are too close to the radio. A large drink in the left one hits the power button for the audio system. On the right, it interferes with the fourth-to-fifth upshift. —Dan Edmunds

One guy interrupted our weenie roast to tell me how badass the M3 was. It was a bit surreal. —Andrew Berry

Why is this near-500-hp sports sedan geared like an anemic subcompact? —Mike Sutton

My wife might hate the stiff ride, and she has a point, but from the driver’s seat all is forgiven when you hit the throttle and hear and feel the power flow from the inline-six. —Greg Fink

Service Timeline

October 25, 2021 178 miles: Long-term test begins.

November 5, 2021 841 miles: Swap to Michelin Pilot Alpin 5 winter tires on 19-inch wheels. $3710

November 15, 2021 1306 miles: Dealer performs 1200-mile service, changing the engine oil and rear differential fluid. $0

April 25, 2022 12,202 miles: Dealer performs engine oil and filter change. $0

May 3, 2022 12,327 miles: Reinstall Continental SportContact 6 summer tires and wheels. $0

July 26, 2022 19,866 miles: Replace Continental SportContact 6 rear tires. $770

August 31, 2022 23,035 miles: Dealer performs engine oil and filter change and also replaces the spark plugs and engine air filters. $0

October 13, 2022 28,840 miles: Replace Continental SportContact 6 front tires. $736

October 20, 2022 31,799 miles: Repair rear tire puncture. $35

October 28, 2022 32,591 miles: Reinstall winter tire package. $0

November 15, 2022 33,866 miles: Dealer performs engine oil and filter change, replaces cabin air filter and cracked parking sensor, and investigates engine clatter, finding nothing abnormal. $802

December 14, 2022 36,375 miles: Dealer realigns the front fascia that was mysteriously tweaked and replaces damaged underbody trim. $147

February 6, 2023 40,332 miles: Long-term test ends.

30,000-Mile Update

Will we ever stop praising those six cylinders lined up under the hood of our 2022 BMW M3? Likely not until this thing takes one final powerslide out from our parking lot. And then, dejected, we’ll hop in our long-term Cadillac CT4-V Blackwing and sit in it, wishing it had the M3’s engine. Much like how every time we drive the M3, we wish it had the Caddy’s steering. That’s how envy works.

After 30,000 miles, praise for the M3 consistently zeros in on two traits as enthusiastically as this sedan pulls in second gear. The first is the engine, and the second is how much positive attention this car gets on the road. As online production assistant Andrew Berry wrote, “One guy applauded as I drove past in a parking lot, and another interrupted our wienie roast to tell me how ‘badass’ it was.” We’re assuming the stranger wasn’t talking about the hot dogs.

It hasn’t been all good times though, as our M3’s automated service minder called for a dealer visit at around 23,000 miles. Besides the usual trio of oil, oil filter, and cabin air filter, which is covered under BMW’s three-year/36,000-mile included maintenance program, the car also needed new spark plugs. The spark-plug replacement was covered under warranty, so there was no cost for us. But that also meant we didn’t get a chance to take the plugs home to investigate why they needed to be replaced so early—warrantied parts go back to the mother ship (we assume in a padlocked silver briefcase handcuffed to a severe-looking man who doesn’t smile much).

Around the time of this service, the M3 began exhibiting some tramlining that grew progressively worse over the next 3000 miles. Nonetheless, we pawned the car off on technical editor Dan Edmunds for a cross-country drive—one that included a torrential hailstorm in Utah so severe that drivers had to pull over and wait it out. When he got to California, he had the worn front tires replaced, and once they were off the car, he could see that the inner edge was down to the cords. New front tires in the OE fitment of 275/40ZR-18 Continental SportContact 6s set us back $736.

That fixed the tramlining, but on the return trip east, a different issue emerged, this time with the rear tires. Dan noticed a 4-psi difference between the pressures on the driver’s and passenger’s sides. Figuring the tire techs hadn’t properly aired them up, he filled them to spec, but the tire-pressure difference returned. After further inspection, he found the culprit: an inch-long carriage bolt jammed smack-dab in the tread of the driver’s-side rear tire. The rear tires were relatively new, so we decided to just plug the hole, which cost $35.

Any other notes from the road trip? For one thing, it helped improve our average fuel economy to 22 mpg. And opting for the 18/19-inch front/rear wheel combo made for a more comfortable highway ride than what you’d get with the 19/20-inch setup most M3s come with. Subjectively, the car looks better with the additional sidewall too. Edmunds also appreciated that there are multiple ways to control the center screen, even while using Apple CarPlay. You can operate the display like a touchscreen or through the iDrive rotary controller. The cupholders’ position in front of the center stack presents another choice: Put a Big Gulp in the left cupholder and it blocks the audio power button; put it in the right one and it partially obstructs the four-five upshift.

Finally, if you like getting thumbs-up and compliments, your exterior choices are mandatory: the smaller wheels and Isle of Man Green.

Months in Fleet: 12 months Current Mileage: 32,520 miles
Average Fuel Economy: 22 mpg
Fuel Tank Size: 15.6 gal Observed Fuel Range: 340 miles
Service: $0 Normal Wear: $1506 Repair: $0 Damage and Destruction: $35

20,000-Mile Update

Halfway through its 40,000-mile test, our 2022 BMW M3 has cemented itself as a fantastic high-speed cruiser. The sweet and eager power delivery from the twin-turbo 3.0-liter inline-six paired with a short sixth gear makes for a package that’s great for burning miles at freeway speeds.

Our M3 celebrated its 20,000-mile passage with a new piece of flair. BMW recently introduced badges that celebrate the 50th anniversary of its Motorsport division. They’re a throwback to the logo that debuted on its racing cars in 1973 but restyled to show how BMW (blue) and racing (red) are connected (violet).

The install itself was easy but not without the usual dealership annoyances. Our local BMW parts department assured us the rear badge didn’t need rubber grommets to hold it in place like the front one (it did). And those rubber grommets were $1.75 per unit, not per pair, adding up to $7, plus tax, for four measly pieces of rubber.

The original badges came off easily with careful prying of a flat edge against a towel to protect the paint, and some adhesive remover cleaned up what was left. The new badges simply press on, and their distinct patterns make it easy to tell front from rear. The finished product looks snazzy against the green paint.

In the logbook, previous complaints about road noise and ride quality have given way to continued acclaim for the powertrain. Buyer’s Guide deputy editor Rich Ceppos said, “It’s a joy, little lag and mega pull.” But the steering remains a target. “The steering feel (in Comfort mode) is MIA. In a car so otherwise athletic, that’s a total fail,” Ceppos added.

Considering how easy it is to get sucked into the swell of boost when the engine regularly spins above 3000 rpm on the highway, it’s impressive that our fuel economy average has held at 21 mpg. That’s 2 mpg better than the EPA combined rating. While exploring the limits of the fuel tank, executive editor K.C. Colwell found that the engine limits you to 4000 rpm when the fuel range drops below 15 miles.

All the delightful pops and burbles it makes when set to Sport Plus are another engine highlight. Alas, this mode also makes the throttle response too aggressive for commuting. Considering the dizzying number of drive-mode adjustments available, it’s surprising there isn’t a way to get that exhaust sound with a softer throttle pedal. On the other hand, this may be annoying to us but probably a relief for the neighborhood.

Aside from the visit for accessorizing, we had only one other trip to the dealership. The M3’s maintenance minder called for an oil change at around 12,000 miles, which was performed under the three-year or 36,000-mile complimentary service program.

The rear tires were looking a little ragged just before the 20,000-mile mark, with the wear bars beginning to show their face. We’ll mention here for no reason in particular that the M Dynamic mode traction-control setting is excellent on dry roads, as it delays stability-control intervention and even requires some steering correction. Anyway, two factory-fitment Continental SportContact 6 tires from Tire Rack set us back $770.

Our M3 remains a pleasurable and brawny daily driver as we enter the back half of our test, but our recent acquisition of a Cadillac CT4-V Blackwing will surely add some competition. More on that in due time.

Months in Fleet: 9 months Current Mileage: 19,790 miles
Average Fuel Economy: 21 mpg
Fuel Tank Size: 15.6 gal Observed Fuel Range: 320 miles
Service: $0 Normal Wear: $770 Repair: 0
Damage and Destruction: $0

10,000-Mile Update

When last we left our M3, it was winter, and we’d labeled it the perfect spec. Had we suffered a case of snow-induced madness? Likely not. Little of our initial opinions has changed in the first 10,000 miles.

The M3’s logbook now contains pages of praise for the color combo and the powertrain. Rich Ceppos called the engine a “sweet-hearted killer,” and Dave VanderWerp submitted the powerful twin-turbo inline-six as evidence that BMW still makes world-class engines, even if its desire to build ultimate driving machines appears to have waned. On that front, K.C. Colwell still hates the steering.

Some have even come around on the design. Okay, it was just Eric Stafford, who bravely noted, “Yes, I am a fan of the nose.” The rest of us aren’t convinced, but Stafford also correctly highlighted how frequently our M3 receives compliments in the real world.

Reinstalling the summer wheels and tires prompted new complaints about the ride quality, an echo of our long-term 2015 BMW M3. One staffer’s spouse even refused to finish a road trip, deciding instead to “spend a week in a near-empty apartment” rather than “deal with the punishment of sitting in the M3 for the four-hour drive to Ann Arbor.” Something tells us the car wasn’t entirely at fault.

Another road-trip issue appeared when Colwell took the 10-hour drive to Virginia International Raceway for a track day we hosted in partnership with Kaizen Autosport. Whatever’s been afflicting our Ram TRX’s infotainment system appears to be contagious, as Apple CarPlay stopped working in the BMW. Fortunately, the M3 cured itself a few days later; we wish the TRX’s immune system was as strong.

Preparing for the track day was refreshingly easy, considering how specialized and expensive it can be with other vehicles (such as the Corvette). The M3’s base brakes have blocked ducts from the factory; the owner’s manual says this is to avoid extra water ingestion and increased drag, we imagine to negligible effect. Fortunately, removing the plastic piece for extra cooling involves simply turning the wheels all the way in one direction, reaching under the fenders, and popping off the covers. It’s a two-minute job that you can do immediately upon arriving at a track day.

Like our C8 Chevy Corvette and Ram TRX, the M3 earned its Grand Course sticker. But unlike those vehicles, the M3’s average fuel economy of 21 mpg exceeded the EPA’s combined rating of 19 mpg. We’ll see if that advantage holds over the next 10,000 miles as spring and summer bring more opportunities for speed.

Months in Fleet: 6 months Current Mileage: 11,612 miles
Average Fuel Economy: 21 mpg
Fuel Tank Size: 15.6 gal Observed Fuel Range: 320 miles
Service: $0 Normal Wear: $0 Repair: $0
Damage and Destruction: $0

Introduction

We didn’t get the quickest 2022 BMW M3 for our 40,000-mile long-term test. Where the M3 Competition offers 503 horsepower and is available with all-wheel drive for quicker 60-mph acceleration and faster lap times (very important for internet one-upmanship), choosing it means you can’t get a manual transmission.

We take this omission seriously. Plus, internet points matter less to us than driving satisfaction, so our long-term M3 has a mere 473 horsepower, rear-wheel drive, and a six-speed manual transmission. So far, we think it’s the right one to live with for the next 40,000 miles.

Say what you will about the M3’s novelty-sized snout, we think the optional Isle of Man Green Metallic paint ($550) makes up for it. Paired with the M Shadowline black inlay in the front headlights ($300) and 18-inch wheels, the exterior has the kind of presence that elicits compliments from folks in parking lots.

Inside, the Silverstone and Black Leather ($2550) and Individual Aluminum trim ($1080) add a pleasing contrast. We also opted for the $1550 Executive Package that bundles the necessary heated steering wheel and head-up display with the power trunk and the debatable gesture control. The latter allows you to do things like change the volume by spinning your finger in front of the touchscreen—it was one of the first features we disabled.

The $900 M Drive Professional option includes a track mode setting, 10-stage traction control (yes, 10), a feature that scores your drifts, and lap-timer functionality that works via an app on your phone. All in, our M3 came to $77,825.

The M3’s break-in process asked us to keep the engine speed varied, but not to exceed 5500 rpm or 106 mph for the first 1200 miles. After that, it was time for a complimentary service visit for an inspection and new rear differential fluid, fresh engine oil, and an oil filter replacement.

Between that service and the 3100-mile mark, the owner’s manual advised, “Engine and road speed can gradually be increased to a constant speed of 137 mph,” but to “use the maximum speed of 155 mph only briefly, for instance when passing.” Check.

Despite these draconian restrictions, we’ve found plenty to enjoy in our M3. The engine feels powerful, with a brawny midrange that’s satisfying to explore on freeway onramps. During testing, our M3 reached 60 mph in 3.9 seconds and vanquished the quarter-mile in 12.2 seconds at 117 mph. That’s right on the heels of our test results for the standard M4, which is slightly lighter, and roughly half a second slower than the automatic-only M3 Competition.

The manual’s short gearing means the engine spins at around 3000 rpm in sixth at freeway speeds, which has made some staffers wonder if there was a seventh gear. On the other hand, most passing maneuvers don’t require a downshift—even those at less than 155 mph.

The steering received a few complaints for being overly sensitive and hyperactive at low speeds. Fortunately, it gets better as you go faster. The Continental SportContact 6 tires wrapped around our M3’s 18-inch front and 19-inch rear wheels produced 1.02 g on our skidpad and a 70-to-zero-mph braking distance of 160 feet. That skidpad result is just behind the figure for the standard M4, which wore Michelin Pilot Sport 4S tires. We’ll have to wait to draw comparisons between braking performances, as it was 26 degrees when we tested our M3.

The falling temperatures necessitated a set of winter wheels and tires. Alas, we were unable to find a set in the aftermarket, so we went directly through BMW. The winter package included four 19-inch wheels and a set of Michelin Pilot Alpin 5 tires for a hefty $3710.

Considering the car’s power, rear-wheel drive, and sensitive steering, the package has fared well. We’ve enjoyed the driving satisfaction that is inherent in the M3 name—especially one with a manual transmission. The automatic-only Competition may be quicker, but we’re happy with our choice so far. We’ll see how the luster lasts over the course of 40,000 miles.

Months in Fleet: 4 months Current Mileage: 3332 miles
Average Fuel Economy: 19 mpg
Fuel Tank Size: 15.6 gal Observed Fuel Range: 290 miles
Service: $0 Normal Wear: $0 Repair: $0
Damage and Destruction: $0

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Deputy Editor, Video

From selling them to testing them, Carlos Lago has spent his entire adult life consumed by cars. He currently drives the creative behind Car and Driver video.